Design optimisation of a fast monohull

1'IJ 1i)elft

Faculty of Mechanical Engineering and Marine Technology Ship Hydromechanics Laboratory

DeIft University of Technology

Design Optimisation of a

Fast Monohull

J.A. Keuning and Jakob Pinkster

Report 1206-P Oktober 1999 Transactions of the Third International Conference in Commemoration of the 300-th Anniversary of Creating Russian Fleet by Peter The Great, 3 - 9 June 1996, st.

-q

iransactions of the Third International Conference

I .

of the 300-th Anniversary of Creating Russian Fleet

a.

St.Petersburg State Marine Technical University

CRF-96

in Commemoration

by Peter the -Creat

-9Jùne 1996

r:

Volume 2

-St.Petersburg,

.1996

a

SLPetbtag:Staté Mavm Tedmkal Umvenity

CRF-96

Transactions of the Third international Conference

¡n Commemoration

of the 300-th Anniversary of Creating Russian. Fleet by

Peter the Great

3-9 June 1996

Volume 2

St. Pdiar,

ISBN 5-88303-0714

_{o CI16MTY}

1997

CONTENTS

- organizers ..e..e.__en..nn.e. s... 11

Creetisga to Participants of the Third International Cooferena

"300 Years of Russian Iiee# (F-96)

-Ll of Boyars, Okotnkcys mid Duina's Dyaks Who Had Pitlldpnted

Mipdon

of the EdIct (1696) on Creation of the Regular Russian 1eeS (la Rni'). 15. "Peter theCreat" Medal

Statute of the Memorial Jubilee Medal. "Peter the Great" 17

Laureates of "Peter the Great" Medal 17

Results and Prospects of International Co-operation in the Sphere el Maiìe Education, Shipbuilding and Shipping

VOLUME i

Reports 24

R.V.Thompsou Safety ¿md Marine Transport

V.A.Postnov Scientific and Engineering Society of Shipbuilders Named after Academician A.N.Krylov (in Russian)

Symposium "History otShipbuilding and Fleet"

Section 1 "General Aspects of History of Reel" 1pP..S.fl....IaSt.tfl.e45

R.C.Whitteii Admiral of the Fleet of the Soviet Union Sergei G. Gorshkoa, und the Rise of Soviet Sea Power ... F. Beilec Baltic: the Worldwide Maritime Heritage oían Inner European Sea M. Coiema Russia and America: Balancing the Aount Books from moro than

R.C. Whitten A Civilian Organization for the Support otAmerican

Muri time Interests

V-. von Wirea-Garzynski The White Movement under the Andrew Flag 92O-24 (in Russian)

LF. Tsvetkov Polar Epic of Admiral K.olchnk (m.Russian)...--...s..-_--.-.

3

&P. Rbdayi Creation_{of Med Ical and Sanitation: Service In the Russian}

Fleet

(In' Russian)

147 V.D.Deúo St.Petersburg_{- the Marine Capital of'Russia (in}

Russian) 156

Sectloo 2 }1iatory of SbIpbI1diag"

161

FM.WaIker The Russian Imperial Yacht "Livadia"

161

LB.AmfiJold,je,, W.B.AjIJok,,

_{V.M.Ggeeijp L.Euler '-to the Fleet}

(In Russian)

167

LV.Kutc1eykov Formationof itie Russian _{Shipbuilding School} (in Russian)

176

E.A.Alboy, W.B.Antfllokkley, LM.Mazaev Streamlinessof the Ships of the Peter's Fleet (in _Russian)

181

N.P.Mazae,, E.V.Kiitcberyukoy, _{WoB.Amfdoky lnflùence}

of PecuIiriti

of the Sectic n-Area _{Djtjbutjon of Historic Ships}

on the Friction Resistaflce

(in RussIan)

1*8

A.A.Piigatc*ìeyy, S.A.TCIJ*IO,_{Sonic Aspects of theHistory} ofSubmariric Creating(in _Russian)

195'

VI. Alexandro,, _{M.K. Glozmaa Investment}

of Admiralty Shipyard to Creation and Development of_{RussIan Underwater Navy (In Russian)}

204

V. YLLelzernian _{Development of Shipbuilding Technology} Ofl the Russian Shipyards

SectIon 3 "HIstory of Msr1e Weapons"

208

A.I.Nikiforov, S.G.ProshkJ, A.C.Boyarsky History of Mine_Weapons

Development in the Russian Navy (in Russian)

20$

SS.Kolobkoy Stages of_{Development of Mine and}

Contra-Mine Weapons

(In Russian)

21$

E.N.Muev, V.TJcbemo(Jy_{On the Scientific Provisionof ihe Problem}

on Submarines' Ballistic _{Rockets Launch by the}

Scientists of the Navy_Academy (in Russian)

V.EFedoroy Development of Optic Means of_{Observe In the Russian Fleet}

(in Russian) '

233

Seictloa 4 MH1ItoryofMa _Edscatio"

'

G.G.Broacvkaiy Admiral _{S.Makarov'g Marine Teaching}

_{(In Russian...,,,«}

N.N.MsIoi Navy_{Education in Russia In 300 years (in Russ an)}

.249

LV. KeayrSainples of the 4avy corporailon culture

of the begglnlnj ofXXth cent.(In Russlaii)..._... _..

_{... ...}

V.%'. Kozyr lJterature "Premium Named after the Count S.A.Stroganov" in theRussian Navy (in Russian)

265

M.A.'Mikhailo, l.N.BaranovL A.V.Starko, information System eRusian _fleet in the 'Russian-Japancese War (in Russian)

273

MJLThierry Rok ol Joseph ('onrad _{in the I listorïography of Shipbuilding} and Navigat_m

. 276

Symposium TMMarine Ecology"

288

A.V.AIauasyev Economicand Ecological Aspects of Fluid Cavtation Treatment in Ships Power Engineering (in Russian)

2*8 V. M. Drovoseko,, T.N.Sh*tilov*,.S.O.G rigorieva, A. &Kamburova

Prospects of Sanatorium Improvement on the. Baltic Sea Shore (in Russian) ₂₉₃ M.L. Zaîerniau On Importance _{of Underwater Vehicles for Preservation}

of Oceuin Biological Resourses

297

L.S.Keiser, V.N.Pbeniu Engineering Aspects of Sea Fleet Ecological

J:mprovemen$ (in Russian)

.305

S.LKroknko Hydroecologkal _{Safety During Timber-Cargo Transportatión}

(in Russian) .

. .316

R.R.Mikhailenko Ecological Estimation of the Influence of the Dike Complex (in Russian)

.321 V.Lkeshayak Fuel-Aqueous Emulsions: New Theoretical Aspects of Application

(in Russian)

.332

M.A.Spiridoaov, A.E.Rybalko Marine Geoccology as a New Trend of Investigai ions (in Russian)

339

V.A.Radaik Geoactive Zones as a Generator of Planet Emergencies and Disasters (in Russian)

345 'V.A.Rmdaic, E.K.Mdnjkoy Geoactive_{Zones and their influenceon Human}

Health and State (in Russian)

. 337

Symposium "Uadeniater [)ynamic Objects"

V.N.PyIaev Underwater Technical Means for World Ocean Research and Development (in Russian)

A.V.Atrlisky On the New Views and Investigations in.Acoustic. _{rn... 310} Resistant to pressure Electromechanjcaj _Drive.

for Underwater Facilities (in Russian) 390

V.MCai'rilov Control Algorithms of Research AUVs Drifting on Pre-Set Depths 398

YJ.Zhakov, M.A.Koaiarov The Questions of Constructing Expert System for

Training a User of Navigating-Manager Complex of Mobile Objects (in Russian) 410

YS.Klapnev, YP.Ogurtsov, A.K.Flliniouov Portable, Echo Sounder

with Discrete Indication (in Russian) 416

L.N.Ushenln, Y.M.'Krasuykb, V.1 .Sauniko, Characteristic Equations and Software fOr Investigations of Underwater Vehicles Transport

and Energy Characteristics (-Lu Jussianr) ₄₂₄

SympQsiu

"Marine

Artificial Intellignce Systems

437

V.L.Alexandrov, DJ .Rostovlsev, A.P.M attakh, Yui.N(echaev, Vi .Pólako,

The Intelligence System of Analysis and Prediction of Tankers Seaworthiness ₄₃₇ V.E.ßaItrhevkh, D.Vivanov Consulting Expert System with. Fuzzy Logic 443

V.I.Borsijeich, W.L.Olcinll,, V.V.Sldorenco A Method of Integral Estimation

of the State of Complex Systems by L-fuzy Sets Approach 449

V.Bertrani On 'the Feasibility of Fully-Automatic Ship Operation 455

A.V.Boukhacovaky, A.LDegtyarev The Instrumental Tool of Wave Generation

Modelling In Ship-Borne Intelligence Systems ₄₆₄

S.A.Dubovik, YvsJ.Nechae, Algorithm of Stability Analysis Based on the. Method of Functional Actioñ on the Ship-Borne intelligence Systems

In' Real Time Scale ' 470

A.1.Caikovlcb Using of Methods of_{Artificial intelligence for the Decision of}

a Problem of a General Arrangement of a Vessel ₄₇₃ T.A.Gari1ova Human'Centered Approach toComputer.Aided_Knowledge

Engineering . . 4go

Yu.LNechaev Ship-Born intelligence Systems;. Conception and the Special.

Features of Information, Calculation and Measuring Technology ₄₈₉ V.D.Roinaaoya, B.&Fe

0ø14

N.Ddunevich Computer-Aided Implementation

of the 'Duer Airborne Operationally Consulting _{Expert System} investigatIve. Prototype

A.V.RrnIlaskl The Usageof Artificial Neuronal Nets for the Decision of

a MuUiaZternathe.Patterp Recognition ₅₀₇

A.V.Rudiczakl, VKdkh Artificial Neuronal

Nets

and Athiptìve Mithichannel Systems. _{. .311}

6

Yu.LS}ek Design of intelligent Control Systems of Underwater

Dynamic Objects _.515

S.V.Sutulo, S.V.Yegorov A Submarine Manoeuvring Simulator _{as Tool}

for Expert and lntegraied Control Systems ₅₂₅

D.A.VasunlnThe Intelligence System Choice of Angle Course and Ship's

Speed in Storm Conditions

ALA.Zenkln, An.A.Zenkin Intelligent Control Systems bawd on Cognitive

Computer Graphics _.543

Liit o Participants

VOLUME 2

Reports ₂₄

Seminar "Problems of ships' operation"

₂₄

''.K.Troanin Problems of Ship's Operation ₂₄ A.A.Loukovaikov New Requirements ofIMO, lACS and Russian Maritime

Register of Shipping ₂₇

S.S.Kocbyi Register of Shipping Activities in Discharge of_{the ISMC Regulations} (in Russian)

A.1 .Toporkov New Requirements of Safety of Marine Cargo Transportation

(in Russian) _.32

R.L.Retoer Practice and Application Prospects of_{the Procedure for Sea-going}

Ships Hull Renovation _.33

G.V.Bavykln, V.K.Tronnin Training _{Marine Surveyors in Russia .35}

M.A.Kouteynikov, V.B.Lipi3 On the Methodology of Assignment Operation Restrictions for Ships Considering_{Their Seagoing Possibilities in the Rules of}

the Russian Maritime Register ofShipping(in Russian) _.39

G.V.Vegorov System Providing, Safe Exploitation ofBulk Carriers' Hulls (in Russian)

H.van Keimpana, J.Pinkster Computer Aided Instructions_{(CAl) Program for} Load Line Assignniçu ('freeboard) Calculatlon,...,9,,, ,,,

Symposium "Ship design and production" 71

OVjzarenko,, A..S.Rog*nov, VY.Sokolo,» Provision of Accuracy of Ships'

Hulls Shape during their Making up on the Fòrmation Place (in Russian) 71'

AJVoytkueskaya, A.R.Tin,asbev Classiflcution Algorithm for Safety Supply

of a Damaged Ship (in Russian) _7$

B.A. Kulik Cartes Algebra Applying in Knowledge 'Hase of Intelligence Systems

(In Russian) ₈₇

N.V.Aleshin, V.S.Taradonoy, L.P.Volko,, D.E.lótTe, A.P.Yegoroi,

V.Flábakhln, V.E.Meshcberyakov, Y.V.Polyakov Mu noeuverin g Tests

of a Vessel Equipped with Rotor-Rudders (in Russian) 96 V.V.Vasllleva, S.V.Shksdoa The Internal Waves und their Influence on

Moving Body's Hydrodynamics _110.

C. Goryaosky On u Propeller Operation 'in a Closed-Tube Modelling 117.

V.BJinkine Hydromechanic Problems of Seagoing Tug Barge Systems .124

VS. Taradoaov BetzZhukovski Coefficient and Theory of_{an Ideal Wind}

Turbine with Horizontal and Venical:Axes.(in Russian) ₁₂₇ A.V.Boukbaao,sky, LJJopatoukb1a Statistical Estimation of Extreme Waves

In Storm ₁₄₂

E.G.No.vikor Calculation Method for Multisilt Chanal of Hydrojet Propulsor

(in Russian) _14a

V. Bertram Economical Aspects oliumbo Container Vessels 151 AS.Portaoy Application of System Approach for Offshore Technical

Complex Design

' 138

Y.Yoihids The OptI'malI Setting of_{a Planing Crafts Chine Une. 164} H.Keiialng, J.P1kster Design Optimisation ofa Fast Monohull 175

J.Llatewaik, i.S.Polip.aov Upgrading the Performanceof 'Marine Propulsion

Plants of Ships Built in the ¡980'a . 186

Ya.V.Colovesbkja .NJ.Tiikova Influenceof Mechanic-Corrosiön

Exploitation Factors on the Hull Crack Stability (in Russian) 199

Symposium "Ship Hydrodynamics and Dynamics"

203

ASh. Aehkhiadze, _{Ye. N. Syrida} J

Optimal Contra-Rotating Propdlers Design.. ..203

V.L. Akxandror, M.K. Glozma., Li. Viesky Propellers with Shifted

BladeConnection as Means of Decreasing of Vibration and Improving

ofThe ServiceQuality ciThe Transport Ships 221

W.L Amdokhiyev, LA. Barbanel, N.P. Mzayevs The Optimization Of Slot

Injection of Polymer Solutions for the Flat Plate. 230

LS. Artjuishkov, W.5. Ainphilokblev Similarity Criteria for Turbulent Flow

of Dilute Polymer Solutions in Pipes and. Problem of Drag Reduction Scale-Up...237 V.L.ßeleaky, S.VMordacbei' On Capsizing Probabilityola Ship Due to

Breaking Waves Action 247

ßertram Past, Present and Future in Ship Hydrodynamics 259

Beukelinan Fluid Momentum in Ship Hydrodynamics 268

SJ).Bogatyrcv, O.D.Shishkina, V.Y.Vasilievs Experimental Investigation of

Opportunity ofinternal Waves Inducing by Drifting Iceberg... 285 A.V.Boukbanovuky, A.B. Degyarev Nonlinear Stochastic Ship Motion Stability

in Different Wave Regimes 296

I.N.Dmitriev*, V.V.Mxnnov, IS. Nisduerinteraction EfTects between a Set

of floating Bodies and Waves 307

B.F.Dronov, LA. Barbanel Development of LargeScale Surfacing Models "Tuna" for the Research of Boundary Layer Control Methods .322 A.Sh.Gotmaa The Comparative Criterion in Deciding on the Ship Hull Forni

with Least Wave Resistance .332

Y.M.Greenpress, E.P.Lebedev Thruster Controllable Pitch Propeller BladeOutline 344 S.Gcina Simulation Method of Ship Parameters Optimization 346

U.V.Guriev Numerical Simulation of BOdyFluid Interactions Basic Concepts,

Modelsand Tools, Applications...

J.Hajduk The Application of Ship Handling Simulators for Training

of Manoeuvring ...

L.K.Kobyuki J.Nowlc

Prospects of Training Ship Masters and Pilots

on Physical Manoeuvring Simulators .368

A. M.Kraót Resistance and Propulsion Tests with Systematically Varied

Model Series. TheA-, B-, C- and D-Saies. .379

R.G.Latorre High Speed Cavitation Tunnel. Project for WaterjetlPropeller Research. Initial Design and CFD Study ...

LY.Lavreov Ship Collision with a.Freak Wtve at the Aguihas Current...

L.J.Lopstoukhla, V.A.ROthkoy, A.V.Boukhaaovsky,_{A.B.Degtyarev}

Stochastic Simulation of the Wind Wave Climate ₄₂₂ A.G.Lyakhouitsky Inhluenceof The Ship Hydrodynamics on Development

of the High.Speed: Vessels of the_{Transient-Regime of Motion 432}

S.V.Mordachev, A.V.Feldnian On Calculation of a Probability of Assumed

Situatión Realization ₄₄₂

Yu.I.Nechaev Problem of Uncertainty in Hydrodynamic Experiment Planning 453

J.A.Pinkster, LN.Dinitrieya N;umerica Investigations of a Hydrodynamic

Interaction between Two Floating Structures inWaves ₄₅₇ A. Ponomarev, V. 'fitov, A. BagRnin, V. Bodiagov, _{V. Sidorov Application of}

a Complex of AutomatiaIIy Controlled Interceptors for improvement

of Propulsive, Seakeeping and Maneuvering Characteristics of High-Speed Craft 479

V.PSokolov, S.VSututo Study of the Seakeeping of_{a Fast Displacement}

Catamaran Equipped With Above-Water Bow Antipitching Fins 487

S.VSutulo Computer Simulation of Three-Dimensiànal _{Manoeuvering Motion}

of a-SWATH Ship ₅₁₅

V.V.Vasilieva,AJ.Shkadov,T.N&olayevaThin Pycnocline Hydrodynamic

influence on a Body in Fluid of Finite Depth _52*

LISt o( Paitklpants. ₅₄₁

ORGANISERS

-

St. Petersburg. State Marine Technical University under the :SUppOf't

of

UNESCO, TMAdmiralty Shipyards" State Enterprise, Russian Maritime Register of Shipping, Krylov Research and Scientific Søcióty.

Address: MTU, 3 Lotsmanskaya Str., St.Petersburg, 190008, Russia Phone: (812) il4076L Fax(812 1138109

Edited by Dr. Alexander B. Degtyarev Mr. Evgenyi V. Labzin Dr. Serge V. Sutulo Dr. Vastly K. Trounin 11

INTERNATIONAL COMM [[TEE

Chairman Prof. D. Rosto,tse, - Rector of the MTU, Russia Dr. V. Alexaadrov Director General of Admiralty Shipyard State

Enterprise, Russia

Prof. A. Badran - UNESCO Deputy Director, France

Rear-Admiral F. Bdllec - Director of the Paris Maritime Museum, France Prof. S. Kastner - Professor at Bremen Technical Higher School, Germany Prof. L. Kobyøhiski - President of the Board of the Foundation for Safety of

Navigation and Marine Environment Protection, Poland Prof N. Mars - Chairman of the European Co-ordinating Committee for

Artificial Intelligence, University of Twente, Enschede,The Netherlands

Mr. N. Resbetov - Director General of the Russian Maritime Register

of Shipping,. Russia

Prof. L. Perez Rojas Director of the Department in the Madrid Institute of Naval Engineers, Spain

Prof. IL SOdiug - Professor at the Institúte of Shipbuilding of Hamburg University, Germany

Mr. F. Wa&er - National Maritime Museum, Greenwich, UK

GREETINGS TO PARTICIPANTS

OF THE THIRD INTERNATIONAL

_CONFERENCE

"300 YEARS OF RUSSIAN FLEET" (CRE.96)

Dear particIpants of the Conference, _{ladies and gentlömen!}

On behalf of the organisers I am glad to welcome you to the Third final International Conference "300 Years of Russian Fleet".

We are assembled here in the city founded by the distinguished reformer of Russia, creator of the Russian Fleet Peter _{the Great in the year of the} glori-ous jubilee.

Peter's timo witnessed remarkablé achievements, brilliant military victo-ries, promoted the national self-consciousness enforcement and Russia entering the European community.

History of the Russian Fleet is versatile and instructive. It is filled with examples of courage and heroism of the _{seamen, talent and high skill of} ship-builders, scientists and inventors..

The present stage of development .of Russia _{and its fleet in particulàr has}

much in common with the Peter's epoch. _{Following the traditions of the great} reformer, we arrived to this forum_{to underline again our aim at co-operatfon,} good will and consolidation of efforts in development of science and practice of shipbuilding and operation.

I wish all the participants fruitful discussions ànd contacts, good im-pressions of staying in St. Petersburg.

Chairman of the literuatlonal Committee

Rector of Mili,Professor _{D.M. Rostovtsey}

"PETER

THE GREAT" MEDAL

STATUTE OF

0 0.

ORIAL JUB

"PETER THE GREAT"

I. The medal "Peter the Great" was established by the Internationál Working. Group recommendations in. 1991. it is given by: the International Association "Petronauka" (Petroscience) founded by St.Petersburg State Marine Technical

University to all those who had make a considerable contribution to the

development and support of the ship science and technology and for teaching marine specialists.

Tie lñternational Juiy ¡s organised' for considering proposals of candidates. The awarding with. the medal and Certificate takes place. openly closely to the birthday of Peter the Great on May 30 (June 9, the New style).

LAUREATES OF "PETER THE GREAT"

1992

Dr.-Eng. W.BLENDERMAN Institut fur Schiffbau der Universitat Hamburg, Germany

Prof. A.N.KHOLODILIN St.Petersburg State Marine Technical University, Russia

Prof. L.KJKOBYLINSKI Technical University of Gdansk, Poland Prof. D.M.ROSTOVTSEV Rector of St.Petersburg StateMarine

Technical Un1versity Russia Mr. APV.RUTSKOY Vicc..President of Russia

6.. Ada. V.E.SELWANOV Captain of LcningradNaval Base, Russia Arcbprlest VLADIMIR SOROKIN Orthodox. Theological Academy and'

Seminary, St.Petersburg Russia

Rear Admiral V.NSTS}RMKOV Vice-Mayor of St2etersburg, Russia

Eng. F.M.WALKER National Maritime Museum, Greenwih, UK lO.Prof. V. von WIREN-GARZYNSKI City University of New York, USA

1993

I. Dr. J.BAKKER. Director, Scheepvaartmuseum, the Netherlands Mr. 1.A.BYKHOVSKI Captain of the Ist rank (ret.), Russia Prof. D.FAULKNER Uniersity of Glasgo UK

Mm. I.V.KASSATONOV, Russia

Mrs. N.V.KOLYAZINA Director, the Menshikov Palace Museum, St.Petersburg, Russia

Mr. A.P.KOROLEV Director General, Central Marine Design Bureau "Almaf, St.Petersburg, Russia

Prof. SN.KOVALEV Designer General, Central Design Bureau for Marine Engineering "Rubin", St.Petersburg, Russia

'Mr. F.MAYOR Director-General, UNESCO

Dr. B.V.PLISSOV St.Petersburg, State Marine Technical University, Russia lO.Prof. Y.I.VOITKOUNSKI St.Petersburg State Marine Technical

University, Russia

1994

I. Dr. V.A.ALEXANDROV Director General of the "Admiralty Shipyards" State Enterprise, Russia

Mrs. N.L.DEMENTYEVA Director of the museum

"Peter and Paul Fortress", St.Petersburg, Russia Mr. YSM.GUTKJN. State Designj Institute "Sojuzproektverf',

St.Petersburg, Russia

Prof. S.KÁSTNER Hochschule Bremen, Germany

Prof. A.G.KURZON St.Petersburg State Marine Technical University,

Russia

Rear Adm. N.N.MALOV St.Petersburg, Rûssia

Prof. NIPIMURU Naval Engineering High Schoot, St.Petersburg, Russia

Prof V.A.POSTNOV St.Petersburg State Marine Technical

University, Russia

9. Dr, VJC.TROUNIN River Ship Design Centre mc, St.Petersburg, Russia 1O.MrJ.F.TSVETKOV Institute of the History of Science and Technology,

St.Petersburg, Russia.

1995

I. Prof. N.V.ALESHIN St.Petersburg State Marine Technical University, Russia

Prof. V.D.DOCENKO Naval Academy, St.Petersburg, Russia

Ada. V.V.GRISHANOY Captain of the Leningrad Naval Base, Russia Mrs. N.A.KISELEVASt1Petersburg State Marine Technical University,

Russia

So Mr. E.V.LABSIN St.Petersburg State Marine Technical UnIversity, _Russia

Mr.Ñ.A.RESHETOV Head of the Baltic

Inspectorate of the Russian Maritime Register of Shipping, St.Petersburg, Russia Prof. E.N.ROSEN WASSER SiPetersburg State Manne Technical

University, Russia

Prof. DE. SLOGET Academic secretary at the Institute of Marino Engineers, UK

Prof. A.V.YALOVENKO Rector of the State Maritime Academy, St.Petersburg, Russia

1O.Prof. V.EXUKHNIN Head and General Designer, Severnoyc_Design Bureau, St.Petersburg, Russia

1996

Mrs. L.YIL BAGREYEVA Secretary ofKrylov Research and Scientific Society, St.Petersburg, Russia

Prof. W.BEUKELMAN Delft University of Technology, The Netherlands Mr. G.A.CRERKASJ{1N Marine writer, St.Petersburg, Russia

Acad. A0N.CHILINGAROV Vice-Speaker of the Russian Duma

Mrs. M.COLEMAN Director of Russian-American cultural centre, USA 6 Mr. A.V.KOUTEYNIKOY General Designer and Director of Marine

Engineering Bureau "Malakhit", St.Petersburg,

Russia

7. Mr..Y.Â.LAVRINENKO Director General of Nikolaev Shipyard named after "61 Communars", Ukraine

8, Prof. V.D.MATSKIEWICZ St.Petersburg State Marine Technical University, Russia

9. Aà. ASN.MELNIKOV Chief of_{Regional Maritime Center, St.Petersburg,}

Russia

lO.Prof. V.M.PASHIN Director of the Krylov Shipbuilding Research Institute, St.Petcrsburg, Russia

ll.Mr. V.A.PEREVAL0Y Principal_{designer of cruiser 41Peter the Great",} uSeviioye" Design Bureau, St.Petersburg, _Russia 12.ProL LV.RAKITSKY St.Petersburg State Manne Technical University,

Russia

I 3.Pròf A.A.ROUSSI'SKy Krylov

_{Shipbuilding Research Institûte,}

St.Petersburg, Russia

14.Prof. G.P.TUMMOv _{Rectorof the Far East Polytechnic, Vladivostok,}

Russia

l5.Mr. L.L.YERMASH Principle Designer of Soviet "mosquito fleet" of the Second World War, St.Peters6urg, Russia

16.Ras-M, J.GZAXIUROy

_{Head of the Pirat Central Naval Construction}

Research Institute of the Defense Ministry, St.Petexaburg, Russia

r.

DESIGN ÓPTIM:ISATÎON OF A.

FAST

MO N OHULL

J. A. Keuning'

Deift University of Technology

Jakob Pinkster2

Deift University of Technology

CRF'96 Conference: 3-9 June 1996.

St.Petersburg, Russa.

Abstract

The behavour of a monohufi at high forward Speed ¡n headwaveS

lead to an unacceptable level of vertical accelerations which may hamper

the safe operability of the craft. in general this has led to the.

development of all kinds of 'advanced' concepts like the SWATH, the

Hydrofoil or SES. All these concepts, however, may tend to be

considerably more complex and therefore more expensive to build, maintain and to use. The question therefore arises to which extend the

overall design performance of a lastmonóhull may be improved upon. One of the possibilities to improve the seakeeping behaviour in waves of

a- fast monohull at reasonable cost, apart from raising the deadtise and changing the bow shape, Is to make use of the socalled 'enlarged shIps

concept

In this concept the length of the hull Is Increased considerably, In

particular forward of the the accommodation, and no changes are made

to the payload' functions, speed and the layout and interiorof the ship.

As a result the length, the length to beam ratio and the length to

displacement ratio increase, ail benificial for seakeeping.

An assessment of the possible changes in operability, resistance & propulsion, weight, building cost and operational cost has been made In order to be able to quantify and qualify the increase in operability against the increase In cost

The overall optimum vessel is deduced from this assessment and the enlarged ship concept is found to be very attractive for the case presented here.

MnbexsOftend1ing gaff. Deprtmt ofMajie Technology, DolA Univeiiy of Technology

I

Introduction

The design optimisation of a fast monohull, including her behaviour at

high forward speed in head waves, is the focus of the work presented in

this paper. When looking at vessel speed we often use the well known definition of Froude number, v/sqr(g.Lwt)( y in mis, g = 9.81 mIs2 and

Lwl in m). For a medium-sized vessel of approx. 150 m. vessel with a speed of about 30 knob the Froude number is approx.. 0.4. It is at this

Froude number (i.e. approx.

Fn = 0.4) that the wave resistance

increases with a relatively high power of the ship speed. Above this

boundarythe necessary per Will increase disproportionally with the

ship speed thus resulting in high first cost investment (building costs)

and high operational costs (fuel bills etc.).

In

order to decrease these negative

effects

hard chine

(semi-displacement) monohulls have been developed which are well suited for higher speeds (i.e. Froude number of approx. 0.5 and higher). However tearing around at high speeds at sea with rough weather conditions may

well lead to an unacceptable level of vertical accelerations which, in

turn, may hamper the safe operability of the craft. lt is true that this problem itself has lead to the development of all kinds of "advanced"

concepts like the SWATH, the Hydrofoil or

SES, however these

solutions may tend to be considerably more complex and therefore more

expensive to build, maintain and to operate. On the other hand, the latter problems raise the interesting question (or indeed challenge!) as to what must be changed in the design of a fast monohull so that the

seakeeping behaviour may be substantially improved upon with little or

no detrimental consequences with regárd to the aforementioned first

investment costs and/or operational costs.

One of the possibilities to improve the seakeeping behaviour in waves

of a fast monohull at reasonable cost, apart from raising the deadrise, is to make use of the socalled enlarged ship" concept. In this concept the

length of the hull is increased considerably (i.e. approx. 25 - 50%) in particular forward of the accommodation and no changes are made to the "payload" functions and the layout and interior of the ship. In addition the bow sections are shaped in such a way as to minimise motions and wave-impacts in head waves. As a result the length. the length to beam ratio and the length to displacement ratio increase, all

benEficial for seakeeping.

In this paper the authors have applied this "enlarged" ship concept on an existing semi-planning fast patrol boat (Royal Hong Kong Police

"King Class" 26 rn., speed 25 knots). Along with the basic design with a length of 26 m. (100%) another two (enlarged) design alternatives have been introduced with respectively 33 m. (125%) and 40 m. (150%). Each of these three designs have been evaluated with regard to vessel

motion in a North Sea environment (JONSWAP spectrum). This was

done using the SEAWAY ship motions programme (Joumee 1991)

which uses a linear strip theory approach. Comparing the three designs

at this stage results in a first optimisation estimation of the designs with

regard to shipmotions.

To further optimise the seakeeping behaviour for the most favourable of

the aforementioned three design alternatives more design alternatives

may be brought forward whereby the bow sections are redesigned in an

attempt find yet a better form so as to minimise vessel motions and

wave-impacts in head waves even more. This may be done in a later

stage.

Finally the best design alternative is chosen after an assessment of the possible changes in resistance & propulsion weight, building cost and

operational cost has been made in order to be able to quantify and

qualify the increase in òperability against the increase in cost. By doing so , realistic and relevant conclusions are reached about the feasability

of the concept. These results may later be compared with otherpossible

solutions which use different advanced marine vehicle concepts.

BASiC FAST MONOHULL DESIGN

As basic design the authors have chosen an existing semi-planning fast

patrol boat (Royal Hong Kong Police i(ing Class 26 m., speed 25

knots) Which is a well proven design from the Damen Shipyard Goup

of the Netherlands.

Table i Vessel design particulars Stan Patrol 2600

Length o.a. 26.70 m

Length w.l. 24.85 m

Depth mid. at half length 3.35 m

Draught midships approx. 1.60 m

Draught aft approx (at skeg) 1.95 m

Fuel oil (mcl. daytank) 11.1 m3

Fresh water capacity 4.0 m3

Waste water capacity 1.2 m3

Displacement 970 kN

Lightshipweight 810 kN

Main Engines

Vessel speed (max.)

177

2x1000

kW 25.00 knots

Relevant design information regarding hull form, stability and blm,

weights, building costs etc. were kindly made available to the authors for the rk carried out here. The main vessel design particulars. are

listed in Table 1.

The Damen Stan Patrol 2600 ¡s a modern fast steel patrol boat with an

aluminium wheelhouse. A well proven standard design with a moderate deep-vee hull configuration.

3.

ENLARGED SHIP DESIGNS

In principle the basic Stan Patrol 2600 design is enlarged ¡n length only.

Two such designs (alternatives 3300 and 4000) are made each having

a length of respectively 33 rn., and 40 rn. Each vessel has been

j increased in length by respectively 25% and 50% with respect to the

basic design.

With regard to engineering of these two alternatives the starting point was relative data related to the basic design. The increase in length was created by stretching the original body plan using the respective

length factors of i .25 and i .50. The body plan remains practically

speaking the same for all three designs with the exception however regarding the number of frames (framespacin.g = i m. for aH designs computed) and their longitudinal positions. Subsequently hydrostatic

particulars were computed for the new (thus lengthened') body plans. The increase in structural weights of these two alternatives was also computed via the original weight data which was augmented with extra frames and hull plating while, at the same time, taking into account the

relevant positions of the centres of gravity of all components of the

designs. The resistance and propulsion calculations were also made for each alternative and the position of the system centre of gravity of

each of the two alternatives were opti'mised with respect to minirnising of the required installed horsepower for the given speed of 25 'knots.

Since the idea behind the enlarged ship concept is equal payload and 4peed for all possible alternatives it stands to reason that the vessel

configuration e. also position of accommodations etc.) remains

unchanged to that of the basic design fOr each design alternative

conce m'ed.

The main design partìclars for the original as well' as the two alternative designs are shown in Table 2.,

Fig,. 1. shows both enlarged alternatives along with the basic vessel configuration.

Most intorèsting are the conclusions one may make, from the results shown in Table 2, namely that the làrger the design the relatively lighter the ship becomes and to a lesser degree thelower the engine power

becomes to' propell the vessel at a constant speed of 25 knots. lt should be noted, however that the basic design is rather

-ENLARGED SHIP CONCEPT

J..

Fig. i The two enlarged alternatives along with the basic vessel configuration. 179

i.O.OxL

(26...Q0 m)

1.25xL

(33.00 m)

1.5OxL

' (4OE00 m.)

Table 2 Main vessel design particulars for basic ship and design alternatives

St.Patrol 2600 3300 4000 L.o.a. m 26.70 33.70 40.70 L.w.l. m 24.85 31.85 38.85 B mid. m 5.80 5.80 5.80 Depth (1/2L);m 3.35 3.35

335

Draught m 1.60 1.47 1.38 Dispi. kN 970 1040 1110 Dwt kM 170 170 170 GM m 1.62 1.93 2.19 Tot. Pow. kW 2000 1300 1200

dimensioned with regard to scantlings in view of the working boat

philosophy of the desigrng yard.

One of the interesting effects of the enlarged ship concept turns out to be that all the parameters which are important for the determination of the ships resistance are improved considerably yielding a far lower specific resistance, i.e.resistance per ton of displacement, of the enlarged concepts.

The usual design trend, i.e. to cramp all the functions of the ship into the

shortest overall possible length (

driven by the supposed direct

relationship between building cost and length), yields a relative, low

length to beam and high load,ng factor of the. planing hull.

The

resistance calculations of the three designs have been carried out using

the code FASTSHIP of the Delft Shiphydromechanics Laboratory

(Keuning 1994). This program approximates the resistance, the sinkage

and the trim using polynomial expressions derived frorn'the results of

the Delft Systematic Deadrise Series (Keuning et al. 1993).

The results of the resistance calculations for the three design are presented in Figure 2.

(50...

50

4 7.0 ¡03.3 Ø0.

RESiSTA MCE VERSU3 SPEED

20.

V5 (K.)'

Figure 2 Resistance of the.three designs in relationto

fon ard.speèd.:

4.

ESTIMATION OF OPERABILITY

In order to be able to assess the operability of the three designs in a realistic environment, which is the basis for conclusion with regard to

possible improvement ¡n economics of the advanced ship, use has been made of the calculation method (Beuketman 1988 ). . .

In the framework of this present study only the behaviour of three ships in head seas will be considered, since it is known from the literature and

from real world experience that this

condition, generally spoken,

imposes the largest restrictions on the safe (and comfortable) use of the fast ship. A comparison of the three designs in this condition will yield a clear insight into any possible seakeeping improvement.

As operational area of the ships, the Southern Part of the North Sea has

been chosen. The scatter diagram presenting the wave statistics of this area has been obtained from the well known statistical data (Hogben

and Lumb 1967). To limit the amount of work, the all year statistics have

been used and only one forward speed of the ships, i.e. 25 knots, has been considered. No attempt has been made to incorporate different

mission profiles of the ships into the calculations.

The large number of ship môtion calculations necessary to perform the

operability calculation makes the use of a linear superposition approach

quite attractive. Therefore, as a first approach, the necessary ship

motion calculations have been carried out using the computercode

SEAWAY. This code is based on the well known linear strip theory

approach. Although the behaviour of fast planing boats in head waves,

may be considerable

nonlinear, in particular when the vertical

accelerations are concerned, the use of such a linear theory for high deadrise boats, as long as only significant values are being used, i.e. significant motion and acceleration amplitudes, may be justified for the

sake of comparison (Keuning 1994).

The limiting criteria with respect to the safe operation of the ships in waves are derived from the regulatiqps of the Dutch National Authority. For patrol boats (and similar.craft) on the North Sea these regulations

state

that the maximum significant

vertical acceleration in the wheelhouse must be less than 0.35 times thé acceleration of gravity. The results of the calculations are presented in (6J where the heave and

pitch response functions for the three craft at a speed òf 25 knots in

head waves may be found in the form of graphs. These graphs are

presented on a basis of wave frequency for the sake of direct

comparison. This .is possible since the forward speed and the waves

encountered are the same for all three craft considered.

From these graphs, (6], the improvement in seakeeping behaviour with increasing length is obvious. This ofcourse is a well known phenomena

in ShpmO*ion analysis.

Since the accommodation (payload) _{area and layout is identical for all}

three designs yet another improvement with respect to seakeeping

behaviour may be

introduced in _the enlarged designs. The

accommodation can be moved aft into the area of minimum vertical motion. This relative movement aft of the wheelhouse is clearly visible

from the side elevation plans presented in Figure 1. The effect of this on

the vertical motions in the wheelhouse therefore yields

_{a further}

improvement of the seakeeping behaviour of the enlarged concept.

This is clearly shown in Figure 3 showing the vertical motions in _the

wheelhouse as a function of the wave frequency.

From this Figure the dramatic reduction in the level of vertical motion in the wheelhouse over the entire range is obvious.

The vessel operability increases from 44% for the original design of the

Stan Patrol 2600 to 51% for the 3300 design and finalises at 74% for the 150% enlarged design 4000. The differences in operability are

indexed with regard to the Stan Patrol 2600 in Table 3. Note the

reasonable increase of operability of approx. 16% for the first 25%

increase ¡n vessel length. For a 50% increase in vessel length the

increase in operability is even more larger, i.e. 68%.

q 'n 1.5 LO 05 vERrJc.i. vorio' fM ./HL1IcU5E 25 i(n - 15 ' I _{io 1.5} CrsIJ)

Figure 3 Vertical motions in the wheelhouse for the three designs in relation to wave frequency.

5.

EC.ONOMICEVALUATÎONS

In order to make an economical evaluation the building. costs of the

different design alternatives hase been estimated. These were

estimated using the orig.frnal building costs of the Stan Patrol 2600 (of

which all costs components were. known) and: correcting this for

changes in steel weight of the hull and extra conservation costs (i.e. cleaning, preparation and painting) The main engine installation has been left unchanged as. far as costs and weights are concerned as the authors seek thé reduction in engine power via derating of the engines in this stage of the design exercise, in doing so however, the outcome

of building costs is more pessimistic. The differences in building costs

are indexed with regard to the Stan Patrol 2600 in Table 3. Note the low

increase in building costs of approx. 3% per 25% increase in vessel

length.

The operational costs of all the design alternatives are considered for a

scenario of a ten year economic life, sailing 6 hours per da.y. at full

speed, 7 days a week for 48 weeks per year and crewed by 5 person (3

shifts per 24 hours).. The differences in operational costs are indexed

with regard to the Stan Patrol 2600 in Table 3. Note the relatively high decrease in operational costs of approx. 6% for design alternative 3300e

This decrease is less dramatic in

the case of the 4000 design

alternative (i.e 7%),.

The transport efficiency (TE) - defined as (payload(kN) service

speed(m/s).) / installed power (kw) - has been calculated for all three

designs.

The differences in TE are indexed with regard to the Stan Patrol 2600 in Table 3.. Note the relatively high increase in TE of approx. 54% for 3300 design alternative. Again this increase is less dramatic in the case of the 400Q design alternative (i.e 67%).

Table 3 Estimated costs and efficiency indexes for basic ship and design alternatives 183 St.Patrol 2600 3300 4000 Building costs . 1.00 1.03 1 06 Operational costs 1.00 0.94 0.93 Transport efficiency 1.00 1.54 1.67 Operability 1.00 1.16 1.68

6.

CONCLUSIONS

Given the three designs presented in this paper, along with the wave scatter environment, seakeeping criteria and the patrol boat mission profile, the following conclusions are drawn with regard to the enlarged ship concept (see also table 3):

- The enlarged ship concept is, for the case presented here, very attractive indeed

An increase in vessel length of 50%, ¡.e.alternative 4000, yields the best vessel in terms of operational costs, operability and transport efficiency (i.e. vessel resistance)

- With regard to vessel resistance, an increase in length of 25% or 50% does not lead to large differences. The sign of these

differences vary with speed domain. In absolute sense these differences remain below approximately 10%.

- With regard to operability, an increase in vessel length of 50% leads to i much larger increase (i.e. approximately 4 times as much) than that compared to an increase in vessel length of 25%.

- The building costs of the vessel, provided vessel capacity remain unchanged, increases remarkably little with length (i.e. approximately 3% for every 25% increase in length).

- The operational costs of the vessel, provided vessel speed and payload capacity remain unchanged, initially shows a large decrease of 6% for 25% increase in vessel length, remaining finally however, almost at the same level for a 50% increase ir, vessel length.

7.

ACKNOWLEDGEMENT

Atthough the results and views expressed in this paper are those entirely of the authors, accurate design studies of this type are not possible without urealtime design information from the field itself. Therefore special thanks are due to Damen Shipyards of the

Netherlands for providing detailed information concerning their Stan Patrol.2600 design and in particular to Mr. P. H. Noordenbos.

References

(1] JourneeJ.MJ., (1992)

"SEAWAY-DeIft, User Manual and. Technical Background of

Release 4.00", Deift University of Technology, .Ship

Hydromechanics Laboratory, report no. 910

12] Keuning, J.A. (1994)

"The Nonlinear behaviour of fast monohulls in.head waves", Doctor's thesis Deift

University of Technology -with refr. ISBN90-370-0109-2

[3] Keuning, J.A., Gerritsma, J., and Terwisga, P.F., (1993)

"Resistance Tests of a Series Planing Hull Forms with 30

degrees Deadrise and a calculation Method Based on this and

Similar Series", mt. Shipbuilding Progress, December 1993

[4) Beukelman, W., (1988)

Prediction of Operability of Fast Semiplaning Vessels In a

Seaway", Deift University of Technology, Ship Hydromechanics

Laboratory, report no. 700

Hogben, N., and Lumb, F.E., (1967)

"Ocean Wave Statistics", National Physical Laboratory, FWSO,

1967

Keuning, J. A., J. Pinkster. (1995)

"Optimisationof the Seakeeping Behaviour of a Fast Monohull" FAST'95, 25-27 September 1995, Lubeck-Travomunde.