We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF or read online on Scribd
You are on page 1/ 11
Design Data for High-Speed Vessels
T. Karayannis', A.F. Molland and Y. Sarac Williams
‘School of Engineering Sciences, Ship Science, University of Southampton, U.K.
ABSTRACT
There is a lack of published systematic data and techniques suitable for the conceptual and preliminary design of high-
speed craft such as fast ferries. At the Same time there is increasing interest and a significant growth in their
‘applications. The combination of a lack of available processed design data and an increased interest in these vessels
‘makes the development of relevant design data and properly documented techniques both necessary and very useful. The
‘Paper presents such data and proposes algorithms and formulae, which can be used for investigations of high-speed ferry
designs of monohull and catamaran configurations. These include initial estimations of technical aspects such as main
areas and dimensions and hull, machinery, outfit and total masses, as well as acquisition costs. These can also facilitate
the development of rationalised approaches to decision making and selection problems when alternative configurations
‘are examined for a given service, as is often the case for high-speed ferries.
1, INTRODUCTION
High-speed ferries have, in recent years, emerged as a
rapidly developing category of vessels. The relevant
market is growing at an increasing rate and there are now
several hundred such craft operating around the world,
However, their design tends to be carried out, toa greater
extent, in an ad-hoc manner. It is believed that a more
rational approach to high-speed craft design and related
decision making can be developed, However for this to
be possible systematic historic, experimental and
theoretical design data and practical tools are needed;
such data and tools are currently not available in the
published literature
‘A research programme has been initiated at the
University of Southampton aimed at addressing these
issues. ‘The purpose of this programme has been two-
fold: to generate and analyse data, leading to the
development of design zlgorithms and methodologies for
high-speed ferries; and to investigate and propose suitable
decision making approaches for comparative studies of
alternative fast ferry configurations. The present paper
describes results related to the former objective in the
T Now at the Department of Naval Architecture and
Marine Engineering, National Technical University
of Athens, Greece.
form of data, regressions and formulae, as well as
proposed algorithms and methodologies that can be used
for the initial developmient of feasible monohull and
catamaran high-speed ferry designs.
‘An algorithm for the derivation of a set of
03D.) ]
Catamarans | E, = 2L,(b¥T) + 0.85L,(D,-1)"
161-26)
Thal Mass
Monohutls_| Wiig = 0.032 Eq!
Hull Mass | Wye = 0.00064 E.'7 (B, < 3025)
Catamarans | Wie = 0:39 E,°? (E_ > 3025)
‘Table 3: Formulae for Hull Mass Estimate
Hull Mass (t)
pment Numerial (8)
ig. 5: Hull Mass Data - Catamarans
In advocating the use of such an approach it can
bbe noted that the numeral Eis effectively a function of the
total surface area of the ship, with a weighting for the
portion above the waterline (D-T). The weighting is,
currently left at the original value of 0.85 due to the lack
of enough detailed data to suggest otherwise. In the case
of the catamaran, the third term in the numeral is a
function of the added area due to the cross structure. The
‘weighting in this case was derived from the parametric
study of the influence of hull spacing on mass described
earlier. The data and its presentation provide a good
starting point for the hull mass estimate. itis believed
that, as more data become available, the method offers &
00d basis and opportunity for further development and
refinement.
33° Outfit Mass
‘A preliminary estimate of outfit mass is based on data
‘om existing vessels and allows an approximate estimate
to be made based on overall length and breadth. The
large quantity and detailed nature of the ship outfit items ‘means that any estimate of total outfit mass at the
preliminary design stage is likely to be very approximate,
Accommodation tends 0 represent a significant
component of the outfit mass and can be initially
estimated using a mass per unit area of the order of 80-
100kg/m?. The remaining outfit mass including any
equipment not included in the machinery mass may, as a
first approximation be assumed as a function of overall
length and breadth. On this basis it is found that an
approximate preliminary estimate of outfit mass per deck
is of the order of:
W,=003x1,xB
At present, this is assumed to be suitable for both
‘monohulls and catamarans,
34 Machinery Mass
‘A database of machinery mass has been assembled which
also incorporates the data contained in [8]. ‘These include
the main machinery components suitable for high speed
craft such as medium and high speed diesels, gas turbines,
‘gearboxes and waterjets. As the data base is intended for
vessels in the high speed regime, it currently does not
include the equivalent masses for conventional propeller
driven systems. Based on installed power, the data allow
the overall mass of the propulsion system to be estimated
with some confidence. The remaining part of the
machinery installation includes generators, pumps, piping
and other auxiliary equipment, and is calculated as a
function ofthe overall propulsion mass.
Clear trends are observed in the data for engines,
gearboxes and waterjets as shown in Figs. 6, 7, 8 and 9
and suitable curve fits for these components are given in
Table 4.
| Diesel Engines _| Wp = 6.82{P/n{"™* tonnes
(Gas Turbines
| (otal Module) | War = 3+0,00056 P tonnes
Gearboxes Wes = 0.00348 (P]°” tonnes
Waterjets Wy) = 0.00018 [P]!" tonnes
‘Table 4: Principal Components of Propulsion Machinery
Mass
P is the installed power per propulsion unit, and
nthe engine revolutions. Since the relationships in Table
4 are non linear, the total propulsion mass estimate must
be made up of the sum of the masses for each unit (e.g
engine or gearbox) based on the power
delivered/absorbed by each unit.
Estimates of the remaining machinery
installation mass have at present been based on available
610
data and a sequence of mass balances for high speed craft.
‘The remaining mass is estimated as a function of the total
propulsion mass W,, i. the sum of the engine, gearbox
‘and waterjet masses. A suitable approximation for the
remaining machinery mass, Wa is found to be:
Wr = 0.55 x Wp
‘The TOTAL machinery mass W,, may now be
summarised as:
Wo = Wy + Wem
where W,=Wo (or Wor) + Wes + Wws
and Wry = 0.55 Wp,
“Total Mass (®)
ee 8
Power / Engine Speed (kWirpm)
Fig. 6: Diesel Engine Masses
Power (kW)
Fig. 7: Gas Turbine Masses ‘Total Mass (t)
Power (kW)
Fig. 8: Gearbox Masses
o
|
olathe
Power (kW)
Fig. 9: Waterjet Masses
3.5 Deadweight Mass
Deadweight calculations can be performed once the main
operational requirements of the vessel are defined or
assumed, namely speed, range and capacity. Typical
standard values of mass per passenger, crew, luggage and
effects and per vehicle may be applied.” Water and
provisions masses are calculated using typical daily
consumption per person, which are also confirmed by
‘comparison with values for ferries in operation. Fuel and
lubricating oil masses are calculated using service power
and speed, consumption and range. An allowance of 9%
is made for generator and lube oil consumption together
with a margin of 10%
Suitable relationships for the
components of deadweight are given in Table 5
principal
611
Passengers and luggage
Crew and effects
Cars
Trucks
Fuel & lube off
‘Wea = 0105 Ny tonnes
Wen = 0.135 New tonnes
We= 10x N, tonnes
Wr=27.5 x Nr tonnes
We = PsxSFCRRIVIK 1.07
x 1.10/1000 tonnes
Wew = 0.03 N,xR/24V
‘Tonnes
Fresh water
‘Table 5: Principal Components of Deadweight Mass
4, POWERING
A reliable estimate of power is important in that it impacts
directly on the estimates of mass of the propulsion
machinery installation and the fuel
Calm water standatd series resistance data
suitable for high speed displacement craft includes the
NPL Series [9], Series 64 [10] and Southampton
Extended NPL [11] in monohull mode. Systematic
resistance data for multihulls is much more limited. ‘The
catamaran series tested at Southampton [11] at present
offers one of the most comprehensive sets of data
available for catamarans. Further discussion of the
resistance components of catamarans, and practical
proposals for form factors and model to ship
extrapolation, is included in [12]. Further tests with a
Series 64 form in catamaran mode [13] indicate
interference effects (for the same L/V"® and S/L) similar
to those for the NPL hull derivatives in (11, although the
differences between the actual hull shapes for the NPL.
and Series 64 forms are significant. ‘This is promising as
it points to the potential development of universal
interaction factors which would broaden the applications
‘of systematic monohull data to multihull mode. ‘Thin ship
theory developed for multihulls with transom sterns [14]
has been effectively validated against experimental results
and provides the facility, particularly at the concept
design stage, to investigate a wider range of hull
parameters.
Estimates of propulsive efficiency for
conventional propeller driven installations generally do
not produce any significant problems. Use can be made
of published systematic propeller data such as the
Wageningen and Gawn Series data, or surfacing piercing
propeller data. The overall propulsive efficiency of
waterjets is not so easily determined, Parametric data is
not readily available and design investigations tend to use
plots of achievable efficiency at a given speed. This
approach is limited in that it does not allow investigation
of the influences on efficiency of say diameter or thrust
loading at a particular speed. ‘There is obviously a
practical need for the development of parametric
performance data for waterjets. 5. SEAKEEPING
‘The prediction of seakeeping performance plays aa
important role in assessing the operational viability,
availability, comfort, strength and safety of high speed
vessels in particular sea conditions. Far example, the use
of the seakeeping attributes in the decision making
process when comparing altemative designs or vessel
types has been described and discussed in (3] and [4].
‘The assessment of seakeeping requires a
knowledge of the motion transfer functions for the
particular vessel under consideration and an assumed
wave energy spectrum for the relevant sea area, Spectral
calculations can then be used to determine the motion
energy spectrum and, from it, statistical quantities or
attributes such as the RMS values of the various motions
and the probability of an individual motion exceeding a
given value,
‘Wave energy spectra are generally available for
relevant sea areas. Many ad hoc investigations into the
seakeeping performance of high speed vessels, including
monohulls and multihulls, have been carried out.
Seakeeping data of a more systematic nature is necessary
at the early design stage, There is, however, litle
published data for high speed vessels where systematic
‘Variations of the design parameters have been carried out.
Typical sources of systematic data, including theoretical
approaches, includes [1S}, (16), (17), [18] and [19]. In
particular, work ongoing from 19} i allowing directional
effects on high speed craft in a seaway to be investigated
‘Theoretical methods tend still to require empirical
modifications if the results at high speed are to
correspond well with model and full scale experimental
data, Curent practice is to rely on the limited parametric
experimental data, supported by extensions to the data
base using theoretical methods.
6. COSTING ESTIMATES
61 General
High-speed ferries are costly to build and operate. In
order to assess their viability, itis important to be able to
estimate the costs related to the introduction of such
vessels as accurately as possible at the early design stages.
‘The analysis presented focuses on building costs.
Estimates of running costs should not normally present
problems once the operational scenarios are known. The
design and construction of high-speed vessels involves
innovative techniques and technologies. As a result,
traditional approaches commonly used for estimating
building costs for use in conceptual and preliminary
design studies, such as that developed by Carceyette [20],
may not be directly applicable for such craft, at least
quantitatively. The approaches presented in this section
have therefore been developed sper
vessels.
lly for high-speed
Simple regressions based simply on carrying
capacity and speed are firstly presented which allow
reasonably accurate initial estimates of building costs of
high-speed monohull and catamaran ferries. Such
estimates are useful for the examination of specific
designs, but do not reflect the influences of more detailed
paramettic variations in ship particulars, such as
dimensions.
More detailed calcutations of hull, machinery
and outfit costs are necessary for such investigations and
the description of the development of such an approach is
described
62 Initial Cost Estimates
Carrying capacity and speed are likely to be the major
initial requirements set for a new high-speed ferry design.
‘At the same time they directly influence the size of the
vessel and the machinery installation, which are
significant jactors affecting a vessel's building cost. In
order to provide rapid initial estimates, relationships for
building cost calculations based on these parameters were
derived.
The analysis was based on actual acquisition
costs found for existing high-speed ferries in relevant
literature such as Lloyd's List, Fast Ferry Intemational
and professional Journals. It revealed that adequate
correlations can be obtained for these parameters. The
resulting regression formulae are given as follows:
Cy = 376+ 0.015 N, + 0.121 N, + 1.230V [MUS]
l= -18.4 + 0.0294 N, + 0.11 N, + 0.445V [MUSS]
where Cy, and C, represent the building costs, MUSS, for
smonobulls and catamarans respectively.
As discussed in [2] correlations are satisfactory,
although some problems exist for small vessels, which
suggests that the formule should be used with caution at
the lower end of the size range. Apart from this
exception, agreement of calculated values with real prices
is generally satisfactory.
63 Detailed Calculations
‘The equations presented in Section 62 offer a good
‘means of obtaining reasonably accucate initial estimates
of building costs. However, as mentioned earlier, they do
not allow parametric investigations of aspects such a
‘machinery installation type, hull material or variations in
‘main dimensions and hull ratios. Such investigations may
bbe particularly important in concept design studies and
require more detailed costing calculations. The overall
initial estimates obtained by the simple approach
presented earlier can be used for the calibration and
validation of such detailed algorithms.
612 ‘The development of deailed calculations entails
breaking down the total building costs into the bull, outfit
and machinery costs. The further division of each of
these three components into materialsequipment and
labour was also investigated
Hult Cost
‘The estimate of the hull cost is based on the hull mass
(W,) and estimates of the material and labour costs. A
‘material scrap value of 10% is assumed. Table 6 provides
suitable values for the material and labour rates for use in
the following hull cost equation:
Cy=[WaxMx 110] +[WyxtxH] USS
‘The labour hours have a range covering simple 10
complex structures, and a mean value may be adopted in
the first instance.
[ Material costtomne(M——SCSC~*™
Aluminium Alloy 5250 USS
Steel: 900_US$
Labour hours/fonne (L)
(from simple to complex structures) _| 600-900 hrs
Labour (OA) cosvhour (H) 30 USS
‘Table 6: Rates for Materials and Labour Casts
Ousfit Cost
Based on a limited amount of available data, dividing the
‘outfit costs into equipment and labour did not prove
reliable. For the time being, an overall outfit cost
ceatimate, based on outfit mass W,, is proposed as follows:
Co= 22,000 x W, USS
Machinery Cost
‘The total machinery cost is based on an estimate of
purchase costs of the propulsion units (main engines,
gearboxes and waterjets) together with the further cost,
assumed as a function of the propulsion equipment cost,
associated with the remaining equipment and the overall
labour costs associated with the machinery installation.
Detailed estimates of the purchase costs of main
engines, gearboxes and waterjets, based on installed
power (P kW) and derived directly from manufacturers
and operators, are reported in [8] and are summarised in
Table 7.
Diesel engines | Cp = 0262P EUS
Gas Turbines | Cor = 0.35 P-3x10° P® kUSS
Gearboxes ‘Con=57+0.0214 P-3x107P?_ kKUSS
Waterjets | Cw=0.468R™ KUSS
‘Table 7: Costs of Propulsion Units
613
‘The purchase cost of the remaining items of
machinery, such as generators, together with the overall
labour costs for installation of machinery, was found to be
of the order of 40% of the propulsion machinery cost.
‘Thus the machinery cost estimate may be
summarised as:
Con
{Cp (0F Cor) + Cop + Cw} x 1.40
Total Acquisition Cost
‘The total ship acquisition cost for monobulls (Ca) and
catamarans {C.) may now be summarised as:
Cm (or Co)
Cut C+ Cow
It is noted that, when developing 4 data base of
costs and assessing its reliability, published ship
acquisition costs will have been influenced by other
effects such as assumed profit levels, multiple builds,
commissioning and delivery charges and how badly a
shipyard may need an order.
Data for detailed costings, particularly those
relating to labour hours, are sparse. Brod assumptions
and data generated by a sequence of cost balances have
therefore been used in places. However, it is considered
that the proposed equations will provide a reasonable
estimate of overall cost, together with a good indication of
relative levels between component costs and changes in
component costs as a result of design changes. This
makes the equations particularly suitable for use in
preliminary design and concept investigations
7. CASE STUDIES
Example designs which have been generated by applying
the methodologies discussed in the paper are presented in
order to demonstrate their use. Comparison of these
vessels with existing high-speed ferries indicates that the
algorithms presented in the paper generate realistic and
feasible designs. Two major cases are discussed
separately, namely passenger-only and vehicle/passenger
vessels, which allows the generation of both small and
large vessel designs to be demonstrated. For each of
these two categories monohull and catamaran designs are
generated, illustrating the use of the algorithms for these
two major vessel categories,
7.1 Case A: Passenger-Only Vessels
For this example application the assumed reqaisements
for the developed designs are to be able to carry 350
passengers at a service speed of 33 knots. Based on these
requirements, an initial set of main dimensions can be
calculated as discussed in Section 2. Table 2 includes the
values of the design parameters used for the calculations jin this case study, both for the monohull and the
catamaran. The derived sets of main dimensions are
shown in Table 8 for the two vessels. Table 8 also
includes a powering estimate for each vessel based on the
methods and data sources outlined in Section 4. These
powering estimates include a 15% rough weather power
margin. The generated designs compare well with
existing high-speed ferries of similar carrying capacity
and speed.
Passenger-Only | Monchull [Catamaran
T. Gay FAD 40:34
Lo) 35.46 35.38
B(m) 718 1092
b(m) - 3.13
T(m) 3.60 156
s : 7728
D, 831 8.80
Ca 0.40 0.50
tonne) 167 177
V knots 33 33
| pkW 4600 4800
Pass No 350 350
Assumed AN, 0.60 0.65
‘Assumed AVA, 115 120
Wr o n
w, 7 6
Ww (n=4800) 36 36
Deadweight a7 44
Acquisition Cost 55 ss |
‘Approx. MUSS
Table 8: Case Study A: Passenger-Only Vessels
72 Case B: Car/Passenger Vessels
In a similar manner to the previous case, the assumed
requirements include carrying capacity and speed, set here
{0 620 passengers and 160 cars at a service speed of 36
knots. The parameter values and derived sets of
dimensions, including powering estimates, are given in
Tables 2 and 9 respectively for both the monohull and
catamaran. The data sources for the powering
calculations were as for the previous examples. The
‘generated designs compace well with existing vessels of
similar carrying capacity and speed, a5 was the case with
the passenger-only vessels
8 CONCLUSIONS
Data and equetions are presented in the paper which
facilitate the estimation of dimensions, masses and
building costs at the preliminary design stage for high
speed monohull and catamarans.
Background work associated with collecting and
establishing the data and equations presented in the paper
indicated that it can be difficult 10 obtain, process and/or
Car/Passenger, Monokuli Catamaran
T. (a) 103.00 7778
L(m) 91.00 6822
Bim) 1520 22.74
bin : 632
Tim) 233 2387
s - 1637
Dy 132 14.00
ro 035 050
A (tonne) 1142 1268
V knots 36 36
PiRW 30,000 27,000
ass No. 620 620
Car No. 160 160
} Assumed AJN, 095 110
‘Assumed AYA, 1.20 140
Wa 430 sot
Wo 141 159
Whe (01500) 254 205
| Deadweight 317 313
‘Acquisition cost 35 34
‘Approx. MUSS
Table 9: Case Study B: Cat/Passenger Vessels
establish design data of adequate quality, particularly in
the cases of masses and building costs. For this reason,
caution should be exercised when using the data and
equations, which should only be applied within the data
range and for the correct vessel type.
It is considered that, based on the data currently
available, the equations presented provide adequately
reliable first estimates at the preliminary design stage.
They should prove particularly useful for parametric
concept studies. It is also believed that the methodology
developed and presented offers a good basis on which to
develop further estimating techniques.
NOMENCLATURE,
otal passenger area (m?)
Seating area (m?)
Vehicle area (m*)
Beam (m)
Demihull beam (m)
Block coefficient
Depth overall (incl. superstructure) (m)
Equipment numeral, catamarans
Equipment numeral, monohulls
Froude number
Length on waterline (mi)
Length overall (m)
Number of cars
Number of crew
Number of trucks
ZZZP CEP REOT OEE
614 vacdgumpe we Zz
= Number of passengers
= Number of vehicles
- Engine rpm.
~ Installed power, per propulsion unit (kW)
- Total installed power (kW)
~ Service power (kW)
~ Range (a. miles)
= Separation of centrelines of demihulls (m)
= Specific fuel consumption kg/kW h
= Draught (m)
= Service speed (knots)
= Displacement volume (m?)
= Density (assumed 1.025 for S.W.)
(tonne/m’)
REFERENCES
1
Molland, A.F. and Karayannis, T. 1997
Development of a Concept Exploration and
Assessment Model for Advanced Fast Marine
Vehicles. The Sixth International Marine Design
Conference, IMDC97, Newcastle upon Tyne
Molland, A’F., Karayannis, T. and Couser, P.R.
1997 Concept Exploration and Assessment of
‘Alternative High Speed Ferry Types. The Fourth.
International Conference on Fast Sea
“Transportation, FAST97, Sydney, Australia,
Karayannis, T. 1999 A Concept Design and
Decision Making Model for Altemative High
Speed Ferries. Ph.D. Thesis, Department of Ship
Science, University of Southampton.
Karayannis, T. and Molland, A.F. 1999 Selection
Between Alternative High Speed Ferries Based
‘on Design Robustness. Intemational Conference
on High Performance Marine Vehicles,
HIPER'99, Zevenwacht, South Africa
Lloyds Register of Shipping. Rules for the
Classification of Special Service Craft, 1997.
Sainz, M. 1997 High Speed Marine Vehicles
Parametric Hull Mass Estimation. M.Sc. Thesis,
Department of Ship Science, University of
Southampton.
Watson, D.G.M. and Gilfillan, A.W. 1977 Some
Ship Design Methods. Trans. of The Royal
Institution of Naval Architects, Vol. L19.
Vrontorinakis, I. 1997 The Technical and
Economic Assessment of Alternative Propulsion
Engines for Fast Ferries. M.Sc. Thesis,
Department of Ship Science, University of
Southampton.
Bailey, D. 1976 ‘The NPL High Speed Round
Bilge "Displacement Hull Series, Maritime
Technology Monograph No. 4, The Royal
Institution of Naval Architects,
615
10.
13,
14.
16.
n,
18
19.
29.
Yeh, H.Y.H. 1965 Series 64 Resistance
Experiments on High Speed Displacement
Forms. Marine Technology, Vol. 2, No.3.
Molland, A.F., Wellicome, IF. and Couser, P.R
1996 Resistance Experiments on a Systematic
Series of High-Speed Displacement Catamaran
Forms: Variation of Length-Displacement Ratio
and Breadth-Draught Ratio. Transactions of the
Royal Institution of Naval Architects, Vol. 138.
Couser, PR, Molland, A.F., Armstrong, NAA.
and Utama, LK.AP. 1997 Calm Water
Powering Predictions for High Speed
Catamarans. Proc. of Fourth Intemational
Conference on Fast Sea Transportation, FAST
97, Sydney, Australia
Wellicome, J.F., Molland, A-F., Cic, J. and
Taunton, D.J. 1999 Resistance Experiments on a
High Speed Displacement Catamaran of Series
64 Form. University of Southampton, Ship
Science Report No. 106.
‘Couser, P.R., Wellicome, JF. and Molland, A.F.
1998 An Improved Method for the Theoretical
Prediction of the Wave Resistance of Transom-
Stem Hulls using a Slender Body Approach.
International Shipbuilding Progress, 45(444).
Blok, J. and Beukelman, W. 1984 The High
Speed Displacement Ship Systematic Series Hull
Forms - _Seakeeping Characteristics.
‘Transactions of the Society of Naval Architects
and Marine Engineers, Vol. 92
Bojovic. P. and Sahoo, P. 1998 A Study of
Motion Analysis of High Speed Displacement
Hull Forms. Proceedings of | Seventh.
Intemational Symposium on Practical Design of
Ships and Mobile Units, PRADS '98, The Hague,
Holland.
Wellicome, LF., Temarel, P, Molland, A.F, and
Couset, P.R. 1995 Experimental Measurements
of the Seakeeping Characteristics of Fast
Displacement Catamarans in Long-Crested Head
Seas. University of Southampton, Ship Science
Report No. 89.
Hudson, D.A., Price, W.G, and Temarel, P. 1995
Seakeeping Performance of High-Speed.
Displacement Craft. Proc, of Third International
Conference on Fast Sea Transportation, FAST
"95, Lubeck-Travemunde, Germany.
Molland, A.F., Wellicome, J-F., Temarel, P., Cie,
J. and Taunton, D. Experimental Investigation of
the Seakeeping Characteristics of Fast
Displacement Catamarans in Head and Oblique
Seas. Submitted for publication.
Caryette, J. 1978 Preliminary Ship Cost
Estimation. Transactions of the Royal Institution
of Naval Architects, Vol. 120
