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The Influence of the Bowshape on the

Performance of a Sailing Yacht

Dr.ir. J.A. Keuning, R. Onnink

and A. Damman

Report 1238-P November 2000

Presented at the 16th International Symposium

on "Yacht Design and Yacht Construction ", 13 November 2000, Amsterdam.

TU Deift

FacultyofDesign, Engineering and Productiony

Department of Marine Technology Deift UniversityofTechnology Ship Hydromechanics Laboratory

(2)

1

16th Internationa' Symposium

on

"Yacht Design and Yacht Construction"

Amsterdam, 13 November 2000

PROCEEDINGS

Organized by HISWA - National Association of Watersport Industries in The Netherlands,

the International Trade Show for Marine Equipment METS 2000

and the DeIft University of Technology

EUROP EXHBI1ION FOR THE

,

:1<

lfrg'

(3)

16th International Symposium

on

"Yacht Design and Yacht Construction"

Amsterdam, 13 November 2000

PROCEEDINGS

Edited by P.W. de Heer

October 2000

Organized by HIS WA - National Association of Watersport in The Netherlands,

the International Trade Show for Marine Equipment METS 2000

and the Deift University of Technology

Deift University of Technology Ship Hydromechanics Laboratory

(4)

Printed by:

DocVision BV

Leeghwaterstraat 42 2628 CA Deift The Netherlands

CIP-DATA KONThLKLIJKE BII3LIOTH1EEK, DEN HAAG

16th International Symposium on "Yacht Design and Yacht Construction": proceedings of the

16th International Symposium on "Yacht Design and Yacht Construction", Amsterdam 13 November 2000/P.W.

de Heer

(editor), - Deift University of Teclmology, Ship

Hydromechanics Laboratory, The Netherlands. ISBN: 90 - 370 - 0185 - 8

Subject headings: Yacht Design, Yacht Construction

Telefoon: +31 15 2784642

(5)

THE INFLUENCE OF BOW SHAPE ON THE PERFORMANCE OF SAILING YACHTS

J.A. Keuning, R. Onnink, A. Damman, Ship Hydromechanics Laborato,y,

Delft University of Technology, Deift, The Netherlands 107

TABLE OF CONTENTS

PROGRAMME 5

INTRODUCTION 7

THE VERIFICATION OF MAST ANI) RIGGING OF LARGE SAILING VESSELS

Michael J. Gudmunsen, Lloyd's Register, London, England 9

PRACTICAL EXPERIENCE ON REDUCING MOTIONS AND IMPROVING COMFORT ON BOARD LARGE MOTOR YACHTS

H.M. van Wieringen, F.A. Gu,nbs, F. De Voogt, International Ship Design and Engineering, Bloemendaal, The Netherlands

R. Dallinga, MARIN, Wageningen, The Netherlands 51

SOME CRITICAL NOTES ON DESIGNING WITH COMPOSITES

Jons Degrieck, Ghent University, Ghent, Belgium 65

ALL ELECTRIC YACHT - ELECTRIFYING OR TERRIFYING? U. Nienhuis, Netherlands Institute for Maritime Research, The Hague,

The Netherlands 77

PERFORMANCE PREDICTION OF SCHOONERS USING WINDTUNNEL DATA IN VPP CALCULATIONS

I.M. C. C'ampbell, Wolfson Unit MTIA, Southampton, United Kingdom

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PROGRAMME

16th International HISWA Symposium on "Yacht Design and Yacht Construction". Monday, 13 November 2000

JADE LOUNGE

08:00 - 10:00 Registration and information

ROOM R/S

10:00 - 10:15 Moderator Jack A. Somer

Word of welcome by Jack A. Somer

10:15 - 11.00 Michael J. Gudinunsen, Lloyd's Register, London, England

THE VERIFICATiON OF MAST AND RIGGING OF LARGE SAILING VESSELS

11.00-11.30

Break

11:30 - 12:15 H.M. van Wieringen, F.A. Gumbs, F. De Voogt, International Ship Design and Engineering, Bloemendaal, The Netherlands

R. Dallinga, MARIN, Wageningen, The Netherlands

PRACTICAL EXPERIENCE ON RED UCING MOTIONS AND

IMPROViNG COMFORT ON BOARD LARGE MOTOR YACHTS

12:15 - 13:00 Jons Degrieck, Ghent University, Ghent, Belgium

SOME CRIT1CAL NOi 'ES ON DESIGNING WITH COMPOSITES

13.00 - 14.00 Lunch in Parkrestaurant?

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14.00 - 14.45

U. Nienhuis, Netherlands Institute for Maritime Research, The

Hague, The Netherlands

14.45 - 15.30

ALL ELECTRIC YACHT- ELECTRIFYING OR ThRRIFYÏNG?

I.M.C. Campbell, Wolfson Unit MTIA, Southampton,

United

Kingdom

G. Dijkstra, Gerard Dijhstra and Partners, Amsterdam,

The

Netherlands

PERFORMANCE PREDICTION OF SCHOONERS USING WINDTUNNEL DATA IN VPP CALCULATIONS

15.30 - 16.00 Break

16.00 - 16.45

J.A. Keuning, R. Onnink, A. Damman, Ship Hydromechanics

Laboratory, Deift University of Technology, Deift, The Netherlands

THE INFLUENCE OF BOW SHAPE ON THE PERFORMANCE OF

SAILING YACHTS

16.45 - 17.00 Closing

JADE LOUNGE

17.00 - 18.00 Reception

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ENTRODUCTION

On behalf of the Organizing Committee ot the 16th International HIS WA Symposium on Yacht

Design and Yacht Construction I have the pleasure of inviting you to participate in the

forthcoming Symposium.

The Organizing Committee believes that it succeeded in getting together an interesting set of

papers presented by well-known experts in their fields. This year, the design and construction of large custom-built yachts is emphasised. The construction of large custom-built yachts, both

motor yachts and sailing yachts, is an ever-increasing market, in particular over the last

decades, and an area in which high-tech developments play an important role both in realising

these projects as well as in acquiring them.

This year, the set-up of the Symposium is slightly changed to allow for more time in-between the sessions, so that ample time is available for informal contacts between the delegates and/or

the presenters of the various papers. Since yacht designers and researchers from all over the

world attend the Symposium it never fails to be an interesting day for all of you. We hope to have the pleasure of welcoming you at the 16th Symposium.

Alexander Keuning

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"The Influence of the Bowshape on the Performance

of a Sailing Yacht"

by Dr ir J A Keuning * ROnnink* A Damman *

Abstract

In this paper some results of two studies carried out at the Shiphydromechanics Department of the Delft University of Technology: one on the influence of an increase of stem steepness of a

sailing yacht and another, which was largely carried out by T.J.E.Tincelin as part of his

master thesis at Delfi University of Technology, on the effect of above waterline bowflare are presented.

To investigate the influence of bow steepness a model of the Delft Systematic Yacht Hull

Series (DSYHS) has been used as a parent model of a new small subseries with two additional

derivatives each with increased bow steepness. The influence hereof on both the calm water

resistance and the added resistance in head waves has been investigated.

To investigate the influence of bow flair two models of a typical "Open 60" designs have

been used: one "normal" and one with almost "no-flare" in the bow sections. These have been

tested in calm water and in both head- and following-waves to investigate the effects of this difference in bow shape on the calm water resistance, the added resistance in waves and also

on the relative motions at the bow.

The results will be presented and some comparisons with calculations made. Also some

genera! conclusions with respect to resistance, performance and safety will be drawn List of Symbols.

wave length

added resistance in waves

Raw/Ç2

total resistance = Rf+ Rr

frictional resistance residual resistance

Froude number = y / I(g*Lwl)

O) = wave frequency

wave amplitude

* Shiphydromechanics Department of the Delfi University of Technology

-(o-g-[ml [N] [N/rn2] [N] [N] [Nl [-I [radis] Em] X = Raw =

R'aw =

Rt = Rf = Rr = Fn =

(10)

i - Introduction.

Stimulated by all kinds ofreasons. ranging from the assumed influences ofcertain rating rules

to design considerations driven sometimes by facts or just by fashion. there is a clear trend to

be observed over the past decade to steeper and steeper stems in particular with the

racing-and other high-performance yachts. The influence of this on a particular design may be found

in an increased waterline-length with a constrained length-over-all, which on its turn, may lead, assuming constant displacement, to an increased fineness of the waterlines in the

forepart ofthe yacht, i.e. a decrease in the angle which the waterlines make with the centerline

of the hull (waterline entrance angle). Under the same assumption of constant displacement and overall length. there is also an effect on the prismatic coefficient (Cp decreases), the relative longitudinal position ofthe center ofbuoyancy (LCB moving afi), the centroid of the

waterplane area (LCF also moving aft) and pitch radius of gyration.

The possible influence of all these changes on the performance of sailing yachts when

compared in a more systematic way appeared to be not readily available in the open literature. Also this bow steepness had not been a parameter under consideration in the Delft Systematic Yacht Hull Series (DSYHS) because all the design variations investigated within the DSYHS

so far were obtained by an afme-transformation technique, which implies that the bow steepness for all models originating from one parent model is more or less constant. Therefor it was decided to extend the DSYHS with two additional models. each with increasing bow

steepness in comparison with their parent model. which was the parent of Subseries 4, i.e. the IMS-40.

Because part from the reasoning behind the possible benefits of the steeper stem originated from a supposed reduction in the added resistance of these ships in waves it was decided not only to test these models for their calm water resistance but to include tests in regular head

waves to investigate their differences in that respect also.

Another aspect of the possible influence of the bowshape on the performance was investigated

using two models not derived from a parent of the DSYHS, i.e. two model variations of a contemporary Open 60 design. This study was aimed at what the influence would be on resistance both in calm water and in waves of the amount of flare in the bowsections above

the design waterline. In this case an attempt was made to keep the shape of the foreship below

the waterline as identical to each other as possible and make a rather drastical change in the flare of the section above it. The philosophy behind reducing the flare of the bow sections is

that here also the added resistance due to sailing in waves is reduced because sailing in (head)

waves the amount of energy dissipated is reduced because less damping waves areradiated

from these less volumous and beamy bow sections when these are performing large relative motions with respect to the disturbed water surface. However these less volumous bow sections will also imply a lower (nonlinear) pitch restoring moment, which in its turn could lead to higher relative motions at the bow. If this is the case this then could be particularity

hazardous when sailing in following waves conditions where broaching (or even pitch poling)

could occur due to (increased) deck submergence (bow diving). Therefor in that particular

research project also tests in waves have been performed and well both in head- and following

waves. In these tests the added resistance has been measured and also the heave-, pitch- and

relative motions at the bow.

So information is now presented on the influence of (increasing) stem steepness and bow Imeness below the design waterline whilst keeping the deck profile more or less constant and on the flare of the bow sections keeping the underwater part and bow profile more or less

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2 - The Experiment

2 -

i The Models.

As explained above two different sets of models have been used for the two different parts of

this project:

The first set is composed of a parent model and two systematic variations thereof The parent model of this set is the parent model of Subseries 4 of the DSYHS (model #44) and is known

as the IMS-40. The two additional models are designed with increasing stem steepness in two equal steps. The changes in the hull lines, originating from the changes in the stem steepness, have been restricted to the front half of the models only, i.e. from stern (ordinate O) to midship

(ordinate 5) all three models are exactly identical. This choice implied that the waterline length of the three models increases significantly with stem steepness, because the overall

length has been kept constant, and this again results in small changes in volume of

displacement, Cp, etc. The two newly derived models are introduced into the DSYHS as

models # 51 and # 52. The lines of these three models are presented in Figure 1.

iudiiviiUW

#44

# 51

# 52

Figure 1 Linesplans of the bow steepness variations within the DSYHS, i.e. the models # 44. # 51 and # 52

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sog-From these lines it becomes immediately obvious how the forebo

models changes when the stem is steepened, in particular it is with the steepest stem (model # 52) and since the deck profile is

sections forward. The main particulars of these three DSYHS

Table 1 below:

TABLE i

dy shape between these three

leading to hollow waterlines

maintained also some flared

models are presented in the

From the data presented in this Table i the differences between the three models, originating

from the choices made with regard to the transformation process, are obvious.

The second set consists of two models used for the investigation on the effect of bow flare and

are derived with the aid of Groupe Finot from Paris (France) along the lines of an Open 60.

The basis design is with the "usual" flare in the bow sections and the second design is with no

flare in the bow sections. Although this may not be a totally realistic design it was used for making the possible effects more significant. Great emphasis was placed on keeping the underwater part as identical as possible without creating an unrealistic design. The linesplans of the two models are presented in Figure 2. The main particulars of the two models are

presented in Table 2.

TABLE 2

Model number DSYHS # 44 #51 #52

Length over all

(m)

12.31 12.50 12.43

Length on the waterline

(m)

9.98 10.27 10.53

Beam on the waterline

(m)

3.02 3.02 3.02

Canoe body draft

(m)

0.68 0.68 0.68

Volume of Displacement

(mi)

8.08 8.21 8.28

Waterplane area (m2) 20.3 20.5 20.6

Wetted Area canoe body (m2) 23.8 24.3 24.5

LCB (1/2 Lord)

(m)

-0.32 -0.25 -0.21

LCF (1/2 Lord)

(m)

-0.63 -0.58 -0.50

Prismatic Coefficient

(-)

0.558 0.551 0.543

Pitch Radius of gyration (%Loa) 20 20 20

Model# 60-1 60-2

Length over all

(m)

18.28 18.28

Length on the waterline

(m)

16.97 16.97

Beam on the waterline

(m)

3.89 3.91

Canoe body draft

(m)

0.41 0.41

Volume of Displacement (mi) 11.02 10.95

Waterp lane Area (m2) 45.0 44.2

Wetted Area (m2) 47.1 46.5

Long. .Pos.Centre Bouyancy

(m)

-0.17 -0.18

Long.Pos. Centr.Waterplane Area

(m)

-0.75 -0.82

Prismatic Coefficient Cp

(-)

0.57 0.57

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As may be seen from this Table 2 the two models are almost identical as far as the hydrostatic

parameters of their canoe bodies are concerned. The difference between the two models are found in the above water part of the hulls as becomes apparent from the linesplans and the

bodyplans of the two models as these are presented in Figure 2.

60-1

- ti

t

-Figure 2 The linesplans and body plans of the bowflare models

2-2 The Measurement Setup and Scheme

All tests have been performed in the large towing tank of the Delft Shiphydromechanics Laboratory. The dimensions of this tank are: Length 145 meters, width 4.5 meters and

maximum attainable waterdepth 2.5 meters. The towing carriage is capable of reaching speeds

up to 8 rn/sec. At one side the tank is equipped with a hydraulically activated wavemaker

capable of generating regular and irregular waves.

During the tests all models were connected to the towing carriage in such a way that they

were free in pitch and heave but restrained in all other modes of motion. This was established

using the so-called "nutcracker" device customary for seakeeping tests, which connects the model to the carriage solely through the exact position of the Center of Gravity of the model. For the DSYHS this is not the way in which the calm water resistance is measured normally.

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Therefor model # 44 has been remeasured in the scope of the present study to make sure that

all models have been measured using exactly the same procedure for each of them.

The standard procedure of the Delft Shiphydromechanics Laboratories with regard to turbulence stimulation has been used in these experiments also, i.e. the performing the measurements with both three half- and three full width carborundum stripes on the forepart of the model. The extra resistance caused by these stripes has been determined by taking the difference between the measured resistance using the half and full width and subtract this difference twice from the measured model resistance with the full width stripes to yield the

desired measured model resistance. During the tests in waves the waves were measured using

three double strings type waveheight measurement devices and the motions of the models

were measured using an optical six degrees of freedom tracking device.

For the tests in following waves the models were lifted out of the water to make sure that the generated waves could pass underneath the model prior to the measurement without being

disturbed by the presence of the model.

The measurement scheme used for the three DSYHS models was:

i calm water resistance in the Froude range from Fn = 0.15 to n = 0.60 with half and full width of the carborundum strips.

2 Added resistance measurements at two different forward speeds corresponding to Fn = 0.265 and Fn = 0.325 with regular head waves ranging in length from X = 0.7 Lwl to X

= 3.5 Lwl and with wave amplitudes yielding two different wave steepness values i.e.

X / 2 = 30 and = 40 respectively.

The measurement scheme for the two Open 60 models was:

i calm water resistance tests in the Froude range from Fn = 0.15 to Fn = 0.75 with both

half and full width of the carborundum strips

2 Motion and added resistance measurements in regular head waves at Fn = 0.35

(typical upwind condition) with wave ranging from X = 0.7* Lwl to X = 3.0* Lwl and a wave steepness between X / 2 = 20 and X I 2 = 50

3 Motions and added resistance measurements in regular following waves at Fn = 0.65

and Fn = 0.75 (typical reaching conditions) with waves ranging from X = 1.2* Lwl and X = 2.1 * Lwl and wave steepness between X I 2 = 20 and X / 2 40

The measurements with the Open 60 models have been carried out with and without correctional trimming moments for the sail (driving) forces and at both O and 20 degrees of

heel (no leeway).

For the extrapolations of the measurement data to full scale Froude's extrapolation method has been used together with the ITTC-57 formulation for the extrapolation coefficient Cf No formfactor has been applied with the DSYHS models because they turned out to be below

0.04 and not using them is consistent within the procedure adopted in DSY}JS.

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2-3 -

Discussion of the Results

3

- i

Calm water results

In Figure 3 and Figure 4 the results of the extrapolation to full scale of the calm water residual

upright resistance of the three DSYHS models are presented. The difference between the two plots originates from a different way of comparing these three models: i.e. Figure 3 is plotted

on basis of identical forward speeds in rn/sec for all models, taking the waterline-length of the

model # 44 as the benchmark to determine the Froude number, so no correction is applied for their difference in actual waterline-length and in Figure 4 the same results are presented but now on a basis of the corrected Froude number based on the actual waterline-length of each

model.

o

0.000 0.100 0200 0300 0400 0500 0.600

Fn [-] (based on model #44)

Figure 3 Residuary resistance of the DSYHS models for identical speeds

30000 -25000 20000 z 35000 30000 I Figure 4 0.200 0.300 0.400 Fn t-] (actual)

Residuary resistance of the DSYHS models for actual Froude numbers 30000 25000 20000 z I-

-'44

15000 -...-t51 I, I-10000 I-5000 1

(16)

The differences in Figure 3 are rather obvious: the longer waterline yacht performs better for a

given speed. So increasing waterline-length within the constraint of a constant length over all makes sense. Compared on basis of their actual waterline-length and correct Froude numbers however the differences in the residuary resistance between these three design variations become very small. However in the speed range from Fn = 0.35 to Fn = 0.40 (critical speed)

and then again above Fn = 0.50 there appears to be an increasing small benefit for the models with the fmer sections forward.

In Figure 4 also the results of an approximation for the residuary resistance are presented using the polynomial expression based on the overall results of the DSYHS as it is presented

in Figure 5, Figure 6 and Figure 7.

30000 25000 20000 z 15000 10000 5000 o 30000 25000 o 0000 0.100 Figure 6 -# 44 full scale #44 polynoimal -# 51 full scale # 51 polynomial o coo o 100 0 200 0 300 0400 0.500 0 600 Fn (-] (actual)

Figure 5 Comparison with DSYS model #44 and polynomial nov. 1998.

0.200 0.300 0400 0.500 0 600

Fnf.](actual)

Comparison with DSYS model #51 and polynomial nov. 1998.

20000 z 15000 'X 10000-5000

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Although the results are in general in quite close agreement with the measured data it is interesting to note that these expressions yield a reverse trend for the three models in the speed range around Fn = 0.40. It should be noted that in this polynomial expressions no explicit parameter like the waterline entrance angle is present and the differences in forebody

shape are only taken into account using an implicit approach through L/B and Cp etc.

30000 25000 20000 10000 5000 o 0 000 0 100 0 200 0 300 0 400 0,500 0.600 Fn [-] (actual)

Figure 7 Comparison with DSYS model #52 and polynomial nov. 1998.

The extrapolated results for the upright total resistance of the two Open 60 designs are presented in Figure 8 for the condition during the measurements in which no correction moment was applied for the trimming moment excerted by the driving force generated by the sails. In this extrapolation to full scale a form factor of around k = 0.11 (and slightly higher

for model 60-1) has been used. This value for the form factor was derived from the

measurements by using a so-called Prohaska plot.

16000

0 0.1

Fn(-1

Figure 8 Upright resistance of model 60-1 and 60-2 without trim moment

0.2 0.3 04 05 0.6 0.7 0.8 #52 fullscale # 52polynomial .--modeleO-1 .-.-.model6o-2j 14000 12000 10000 z 8000 6000 4000 2000 o

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As may be seen from this Figure 8 the differences between the two designs are very small

although model 60-2 appears to have in general a reduction on total resistance of arou.nd 1.2%

compared to 60-1. This is to be expected because of the close similarity of the models up to

the design waterline and the small difference will be induced by the slightly lower

displacement and wetted area of the model 60-2.

The difference in the above water shape between these two models becomes only significant

when the results of the resistance measured with the longitudinal trimming moment is applied

during the measurement, i.e. the moment that is excerted on the boat due to the driving force (equal to the resistance at that speed) in the center of effort of the sails. These results are

presented in Figure 9 16000 14000 12000 10000 z - 8000 6000 4000 2000 0 .-.model 60-li --e- -model 60-2 o 0.1 0 2 0 3 0 4 0.5 0.6 0.7 0.8 Fn(-]

Figure 9 Total resistance of models 60-1 and 60-2 with trimming moment applied

From these results it can be seen that the model 60-2 has a definite advantage over the 60-lin

particular when this trimming moment becomes substantial, i.e. at speeds above Fn 0.30. In

the entire speed range of 10 to 15 knots model 60-2, with the "low volume bow", has circa 8% less resistance. This difference in resistance is caused by the differences in sinkage and running trim: the sinkage of model 60-2 is significantly less and the running trim, which can be quite substantial for these kinds of yachts (i.e. 1.5 - 2.0 degr.), is lower at the higher

speeds. At the highest speeds the bows are clear of the water and the differences diminishes. These results will undoubtedly be influenced by the designs under consideration, i.e. the Open

60. The trends observed on the resistance of these models however will probably also be

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3 - 2

Head waves added resistance

Some results of the added resistance measurements in head waves with the three DSYHS models are presented in the Figure 10 and Figure 11 as being typical for all other results also. In these figures only the results of R'aw for one forward speed are presented at two different values for the wave steepness, i.e. X/2 = 30 and X/2Ç = 40.

0.3 0.25 0.3 -0.25 o 05 ?JL [-]

Figure 10 Added resistance in head waves at Fn = 0.325 and ?/2 = 30

(g-2.5 3

2.5 3

?JL (-J

Figure 11 Added resistance in head waves at Fn 0.325 and ?/2Ç = 40 44 - A - # 51 44 - - # 51 1.5 2 o 05 1.5 2 0.2 0.15 0.1 0.05 0.2 015 0.1 0 05

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These results are in contradiction maybe to what was expected; i.e. the model with the finest bow (i.e. # 52) has the lowest added resistance in waves. The difference between the three models appears to be small however, in particular when an accuracy band around the measured values is considered, then no significant difference may be found. There is inevitably some inaccuracy in these Raw measurements because this "added resistance in waves" is obtained by subtracting two rather large quantities: i.e. the calm water resistance at the forward speed under consideration and the averaged time integrated (higher) resistance in waves at the same speed. This later quantity on its turn is determined by integrating and averaging a rather oscillatory force signal over a large number of wave encounter periods. So

the trend between the added resistance differences between the models is not very consistent.

What may be observed from the results also, and this has been found before by other authors such as Hirayama for an IACC yacht in head waves (Ref [ 4 ] ), is that there appears to be a dependency of the added resistance RAO on the wave steepness in such a way that the added resistance in waves RAO, i.e. R'aw = Raw / decreases with an increasing wave steepness,

i.e. increasing for a given . This nonlinearity in Raw, which may be introduced by the

changes in displaced volume of the bowsections which is brought into contact with the water whilst the bow is performing large relative motions. In this respect the three DSYHS models have a contradictionary trend with respect to their bow fineness, i.e. the underwater part (and

so the waterlines) are "stretched" with increasing bow steepness but in the same time the flare

of the sections above the waterline is increased, because the deck profile has been kept more

or less constant. This may be seen from the body plans of these models as presented. Also the

tests for all three models have been performed on exactly the same model speed, which

actually implies a somewhat lower Froude number for the longer models.

This phenomenon is maybe even more clearly demonstrated by the results obtained from the tests with the two Open 60 models in head waves as presented in Figure 12, because between

these models only the flare of the bow sections has been changed.

.10 30 25 z 20 o < 15 10

-(

1-4-4% steep. model 60-1 U---2% steep model 60-1

- - a - 4% steep, model 60-2

*-2%steep.Model60-21

35 4 4,5 5 5.5 6

Wave frequency [radis]

Figure 12 Added resistance in head waves at Fn = 0.35 of model 60-1 and 60-2

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From Figure 12 it is obvious that almost over the entire frequency range investigated the added resistance in waves of model 60-1 is higher than the added resistance of model 60-2. Although the RAU's are (again) strongly reduced with increasing wave steepness the difference between these two models increases also with increasing wave steepness and the maximum difference in the RAO may become as large as 20% for certain wave lengths. The effect on the added resistance of a larger increase in the momentary submerged (sectional) volume at the bow of model 60-1 while performing large relative motions apparently overrules the effect of the larger relative motions at the bow of model 60-2 because these

were found to be significantly larger for model 60-2 when compared to model 60-1. This was

confirmed by analysis of the time history of the resistance/surge force signal from the transducers. The larger relative motion for 60-2 was conform expectation. It should be noted though that no deck submergence occurred during these tests with either of the two models.

The amount of water on deck however was considerably larger for model 60-1 than for model 60-2 possibly due to significant difference in the dynamic swell-up and spray generated.

3 - 3

Following waves

The added resistance in following waves has been measured with and without the correctional

trimming moment to simulate the longitudinal moment caused by the driving forces on the

sails. Without this correction the differences in added resistance are generally small, although

again increasing with the wave steepness similar to the head waves condition. With the

longitudinal correction moment applied the differences between the two models become more

significant. This is probably largely due to the differences in resistance between the two models when the bow is being trimmed down, i.e. the model with bow flare (60-1) suffers

more than the model without (60-2) Results are presented in Figure 13.

4000 3500 3000 2500 -2000 1500 1000 -. 500 o - _-- -e s . -.-- model 60-1 3% U--model 60-1 4% a-- model 60-1 5% - -. - model 60-2 3% - -. -- model 60-2 4% - - -- model 60-2 5% 36 3.7 3.8 39 4 4 1 42 43 44

Wave frequency (radis]

Figure 13 Added resistance in following waves at Fn 0.65 model 60-1 and 60-2

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Although these results are not presented here the tests in following waves at the highest speed. i.e. Fn = 0.75 showed even larger differences between the two models.

As far as the safety of the yacht is concerned the results of the vertical displacement of the bow for the two models in following waves is presented in Figure 14. From this Figure it is

obvious that the bow of model 60-2 at higher speeds is almost lO cm deeper in the water than

the flared bow of model 60-1. Although this may seem a small difference in steep following waves this made a tremendous difference in the likelihood of bow diving and green water on

deck. 30 25

-tZo-0.3 05 0.8 0.7 0.8 .model 60-1 ----mode16o-2 Fn(.1

Figure 14 Bow sinkage in following waves with trim moment applied.

In the speed range from 8 to 17 knots the model with the thiimer bow (model 60-2) performed some 15 to 20% larger relative motions at the bow compared to the flared bow (model 60-1)

in particular for the longer and the steeper waves.

E Q o 0 o 0 Dl , C U) 20 15 10 5 0 -5 -10 0.1

(23)

3 - 4

Conclusions

As a conclusion of both studies reported here it could be stated that increasing the stem steepness implying stretching the waterlines in the underwater part of the hull while keeping the above water part of the bow more or less constant does not seem to have a large influence

on the calm water resistance as long as the lengthening of the waterline is being taken into account properly. The fine waterline entry does not influence the added resistance due to waves to a large extend because the relative large relative motions at the bow make the shape of the bow above the still waterline at least as important as the shape below it. Reducing the flare in the bow sections creates a significantly larger difference in added resistance, both in head and in following waves. But with respect to the safety of the yacht the increase of the

relative motions at the bow may cause an increased probability of deck submergence.

References

Keuning J A, Sonnenberg U.B.,

Approximation of the Hydrodynamic Forces on a Sailing Yacht based on the Delft

Systematic Yacht Hull Series

Report 1175-P Delft Shiphydromechanics Laboratory and 15-th International HTSWA Symposium on Yacht Design and Construction (Amsterdam)

November 1998 [2 1 Tincelin T.J.E.,

Influence of the Hull Form above the Static Waterline on the Seakeeping Properties of

Open 60's

Master Thesis. Shiphydromechanics Department Delfi University of Technology June 1999

LevadouMMD,

Added Resistance in Waves of Sailing Yachts

Master Thesis, Shiphydromechanics Department Deift University of Techno logy July 1995

Falsone J

Marine tests of the PACT base boat in following waves The 13-th Chesapeake Sailing Yacht Symposium

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