IV

Ship Design

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

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
Thepurposeofthisresearchwastoestimatethetransversalloadingactingonarudderlocatedbehinda
working propeller of a passenger ferry. A specific interest was in the nonstationary forces, which are
particularly interesting when considering fatigue damage of a rudder stock. The information on an
unsteadyflowexperiencedbyarudderwastakenfromthemodeltestsusingPIVinstrument.
The mathematical model of evaluating the steady part of loading is based on the extended lifting line
theory. The results were compared to values derived from literature. The nonstationary loading was
estimatedusingtheoscillatingthinairfoiltheoryofTheodorsen.
Theresultsshowthatthenonstationarycomponentoftransversalforceisapproximately20percentofthe
stationary component at 10 degrees rudder angle. The prevailing frequency of force oscillation is two
timesthebladefrequency.

Unsteady,Liftforce,Rudder


The steering forces of a ship rudder have been studied extensively in branch basic literature, eg. Brix,
1993, Molland et al, 2006. However, the nonstationary transversal forces acting on a ship rudder have
beenstudiedless.Inordertostudyfatiguedamages,researchersneedtoknowboththestationaryandthe
nonstationaryforces.Whenforcesandforcecyclesareknown,fatigueofashipruddercanstudiedwith
differentmethods,forinstancewithGoodmandiagram.
The calculation of lift force coefficient of a ship rudder is presented for instance in Brix, 1993. The
coefficientformulasarebasedonabroadmeasureddataofdifferenttypesofrudders.Nevertheless,using
thesecoefficientsrequiresasimplificationoftheinflowwhichrudderisexperiencingandthereforedonot
allowtheusageofversatilemeasuredinflowdata.Howeverthesemethodsshouldbevalidformostcases
toobtainthestationaryrudderforcesastheyarebasedonextensivemodeltests.
Theliteraturedoesnotcoverwellinasimilarmannerthecoefficientsofnonstationaryrudderforces.The
forcesaregreatlydependentoninflowandontheruddergeometry.Nonetheless,thenonstationaryflow
effectshavebeenstudiedinothercases,forexampleinsects(Rozhdestvenskyetal,2003).Becausethe

167
relevantflowphenomenaaredependentoftheStrouhalnumberandoftheReynoldsnumber,whichare
partlydifferentordersofmagnitudeforarudder,themethodscannotbedirectlyusedinthiscase.
Inadditiontoliftforce,adragforceisactingonarudder.However,itisexcludedfromthestudy.The
flowisassumedtobeinviscidandincompressible.Theliftforceisassumedtoconsistoftwocomponents:
astationarycomponentandanonstationarycomponent.
ThisstudydealswithtwotypesofruddersusedinRoPaxvessels:aspaderudder,whichconsistsofsingle
piecebladeandasemibalancedrudder,whichconsistsofabladeandafixedrudderhorn.Ruddersare
presentedinfigure1.


  (a)       (b)
Fig.1.Theruddertypesincludedinthisstudy.a)Thespaderudderconsistofsingleturningblade.b)Thesemi
balancedrudderconsistofbladeandfixedrudderhornwithpintlebearing.FiguresVuorivirta,2008.


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
TheliftinglinetheoryintroducedbyLudwigPrandtlisoneofthesimplestmethodstocalculatethelift
force and the drag force acting on a lifting surface of a finite span. Flow is assumed to be inviscid,
incompressibleandstationarypotentialflow.Theliftingsurfaceisconsideredtobeinfinitesimallythin.
Thecambermustbezero,centerlinestraightandtheangleofattacksmall.Theliftinglinetheoryisbased
oncalculatingvorticesontheliftinglinewhichissituatedonthequarterlineoftheliftingsurface.Inthe
extendedliftinglinetheory,liftingsurfaceisstillconsideredtobeindefinitelythin,butcamberandcenter
linesweepingareincluded.(Matusiak,2006)
Theliftforcecoefficientofarudderisdefinedbytheformula1,inwhich isinflowvelocity,isthe
ruddersurfaceareaandisthewaterdensity.(Mollandetal,2006)
 
  
0.5

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TherudderaspectratioΛisdefinedbythefollowingformula2,inwhichistherudderheightand
ruddersurfaceprojectedarea.(Mollandetal,2006)Theliftforcecoefficientofatypicalsemibalanced
rudderasafunctionofrudderangleisillustratedinBrix,1993.
 (2)
Λ 



TheoscillatingthinairfoiltheoryofTheodorsenisbasedontheassumptionofatwodimensionalflow.
Therudderisdividedintocrosssectionalprofiles.Theliftforcecomponentinducedbyanonstationary
flowiscalculatedforeachprofile.Theaccelerationofinflowissimplifiedtotheheaveaccelerationofa
rudderstrip.Furthermore,theverticalvelocitiesofinflowareneglected.
AccordingtoKatzetal,1991,theliftForcecausedbyrudderaccelerationcanbecalculatedfromformula
3, in which is waterdensity,   istheheave acceleration ofrudder profile and is Strouhal number
(formula5).CistheTheodorsenfunction(formula4).
2 (3)
   1  C  


H  (4)
C   

H   H 


H istheHankelfunctionofsecondkind.TheStrouhalnumberisdefinedinformula5,inwhich
isangularfrequency,isthehalflengthofthewingprofileand istheinflowvelocity.
 (5)
 

TheTheodorsenfunctionasafunctionoftheStrouhalnumberisillustratedinfigure2.


 (a) (b)
Fig.2.TheTheodorsenfunctionCasafunctionoftheStrouhalnumber:a)realpart;b)imaginarypart.


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
Inordertocalculatetheliftforceonarudder,itisworthwhiletomakesomeassumptions.Letusconsider
that the lift force consist of two components, the stationary and the nonstationary component. The
componentscanbesummed(formula6).
     (6)
Furthermore,thenonstationaryliftforceisconsideredtobeindependentfromrudderangle.Therefore,
rudderanglehasaneffecttothestationaryliftforceonly.
Theevaluationofstationaryliftforceisbasedontheextendedliftinglinetheory.Themethodhasbeen
extendedtousenonhomogenousinflow.AFortranprogram(Matusiak,2006)takesthemeasurementsof
liftingsurfaceandtheinflowdatafromaninputfile.Theprogramcalculatessplinefitfunctionsfromthe
input data.Then the program calculates the lift anddrag forces for each segment. Finally, the program
calculatesthesumsofthesegmentforces.
The rudder lift force is calculated for the whole rudder including the fixed rudder horn. The greatest
disadvantage of the program is its inability to handle points of discontinuation. The rudder surface is
assumedtobecontinuousintherudderbaseandinthebondagepointsofbladeandhorn.Theprogram
calculateshydrodynamicforcesforamirroredrudderwithhalfaspectratiocomparedtooriginal.Finally,
theforcesarehalved.
TheoscillatingthinairfoiltheoryofTheodorseniswrittenasaMatlabfunction.Therudderisdividedto
31 profiles. Nonstationary lift force is calculated for each profile in timedomain. Spline functions are
fitted on the inflow angle data from which the program calculates inflow velocities perpendicular to
rudder.Theperpendicularaccelerationiscalculatedasanaverageoftwoadjacentvelocityvariations.The
rudder is modeled as a completely rigid body and therefore the fluid structure interaction is only one
directional. We can assume that the vibration of arealrudderis smallcompared to the variation of the
inflow.


InflowdatafromParticleImageVelocimetry(PIV)measurementswereusedtocalculatetherudderforces
ofatypicalRoPaxvessel.PIVisasystemwhichuseslaseranddigitalcameratomeasurevelocityfieldof
aflow.Itmeasuresparticlevelocitywithphotographedparticlepositionsandtimebetweenphotographs.
(Mikkolaetal,2007)

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 
   (a)      (b)
Fig.3.  a)TheTimeaveragedflowfieldofstarboardpropellerinthemodelscale.Thedistanceofflowfieldplane
frompropelleris143mm.b)TheVelocitycomponentsofthemiddlesectionoftheflowdata.(Mikkolaetal,2007)

PIV measurements were conducted at the Ship Laboratory of Aalto University for a model of RoPax
vessel,whichissubsequentlyreferredasshipB.Athreedimensionalvelocityfieldatfourdifferentplanes
asafunctionoftimewasderived.Figure3aillustratestheusedvelocityfielddata.Tobeabletousethe
datainprograms,asectionistakenfromthemiddleoftheplan.Thesectionvelocitydataisillustratedin
figure3b.Inevitable,thiscausessomeerrorasthereiscertainlateralvelocityvariationofxdirectional
velocitycomponent.Onlythezandxvelocitycomponentsareused.Asonlytheangularvariationdatais
availableasafunctionoftime,theabsolutevalueofflowspeedonxzplaneissupposedtobeconstantin
thenonstationaryforcecalculations.
ThespecificationsoftheusedtypicalRoPax,shipA,shipBandthemodelofshipBareshowninTable
1. Velocity fields derived from model tests are scaled to ship scale. Angle of attack is calculated with
spreadsheetprogramusingtheruddermeasurements.Forcesarecalculatedforthestarboardrudder.The
PIVdataisalsoforthestarboardpropeller,however,thedirectionofrotationdifferent.Thereforewehave
tomirrortheyaxis.Positivedirectionsfortherudderangleandtheangleofattackarespecifiedinfigure
4a.Thepositivedirectionofliftforceisthepositivedirectionofangles.
Therudderbladebelowthehornismodeledasstraightplane.Therefore,thecamberangle iszeroatall
rudderangles.Asshowninfigures4band5a,attheupperpart,camberandmodifiedrudderangle 
growswhenrudderanglegrows.Therealangleofattack isthesumofinflowangleofattack ,
ruddermontageangle andmodifiedrudderangle asseeninfigure6b.Thezeroliftforceangle 
designatesthecamberofprofile.Asinputtheprogramwasgiveninflowdataat31points.

171
 Table1.ThespecificationsoftheshipsandthemodelusedinPIVmeasurements.

Specifications ShipA ShipB ModelofshipB,λ=22,713

 
Velocity V 21.5 22.7 [kn] 2.447 [m/s]
Propellerdiameter D 5.0 5.2 [m] 0.229 [m]
Rotatingspeed n 142 136 [rpm] 10.803 [1/s]
Numberofblades z 4 4 [pcs] 4 [pcs]
Enginepower [kW]
    




 (a) (b)
Fig.4.a)Thepositivedirectionsofrudderandinflowangle.b)Theanglesofsemibalancedrudder.Themodified
rudderangle increaseswhenrudderangleincreases.


    (a)     (b)
  a)The zero lift forceangle   designates the camber of profile.The red point is at quarter line of rudder.
b)Therealinflowangleofattack isthesumof , and .

172

Theprogrambasedontheliftinglinetheorygivesusastraightlinewhenstationaryliftforceforstarboard
rudderisdrawnasafunctionofrudderangle(figure6a).Thepositivedirectionofliftforceistotheright.
Therefore,thevesselturnsleftwhenrudderangleispositive,seefigure4a.  Thefigure6agivesusa75
kN/°slopeoftheliftforce.Thesameprogramgivesuscurveshowninfigure6bforthebendingmoment
attheruddershaftlowerbearingduetotheliftforceasafunctionofrudderangle.However,inthereal
casetherearealsoothermomentsasthesupportingmomentsofpintlesituatedintherudderhorn.


   (a)      (b)
Fig.6.  a)Thestationaryliftforceasafunctionofrudderangle.b)Thebendingmomentattheruddershaftlower
bearingduetothestationaryliftforceasafunctionofrudderangle.

The turning of vessel is not taken into consideration. The forces and moments are calculated in the
beginningofturning.Atthispointtheshipdoesnotturnbuttherudderisfullyturned.Thismethodgives
usthemaximumvaluesforforcesandmoments,becausewhenthevesselturns,theangleofattackand
thereforeforcesdecrease.
The limitations of the lifting line theory cause error. The program is unable to handle point of
discontinuation correctly and the rudder is considered to be infinitesimally thin. Therefore, the results
givenbytheprogramareonlyqualitative.Theprogramismostpreciseatzerorudderangle,inwhichcase
theeffectofpointsofdiscontinuationissmallest.
The oscillating thin airfoil theory of Theodorsen gives us a curve illustrated in figure 7a. The bending
momentattheruddershaftlowerbearingduetotheliftforceisillustratedisfigure7b.
Theabsolutevaluechangeasafunctionoftimeisnotincludedintheinflowvelocitydata.Therefore,a
constantabsolutevalueisused,onlytheanglebetweenthetwovelocitycomponentschanges.Thismay
have a significant error effect on the nonstationary lift force as the lateral accelerations may differ
significantlyfromtherealvalue.Thenonstationaryliftforceandaccelerationareproportional.Also,the

173
calculation model does not contain the variation of velocity field caused by the turning of rudder. The
velocityfieldisassumedtobeconstantalongxaxis(seefigure3).


   (a)      (b)
Fig.7.a)Thenonstationaryliftforcecycleintimedomain.Thetimeisboundtopropellerangle.b)Thebending
momentattheruddershaftlowerbearingduetothenonstionaryliftforceintimedomain.

The flow oscillation is modeled as a rudder oscillation in a steady flow. Furthermore, the rudder is
modeledascompletelyrigidobject,inotherwordstherudderdoesnotfollowtheflowoscillation.Ifthe
rudderoscillatedalongtheflow,thenonstationaryliftforceamplitudewouldbesmaller.
TheflowoscillationStrouhalnumberissignificant,approximately10.WhenStrouhalnumberexceeds1,
therealpartofTheodorsenfunctionisapproximately0.5andimaginarypartalmostzeroasseeninfigure
2.
The nonstationary lift force has two periods at the time of one blade period (figure 7). The second
amplitude is approximately half of the first. The greatest amplitude is around 180 kN, which is
approximately10percentofstationaryliftforceat20degreerudderangle.Thepercentagesarewrittenin
Table2.

Table2.Thenonstationaryliftforceamplitude(180kN)comparedtostationaryliftforce.

Rudderangle[degree] steadyliftforce[kN] percentage[%]

5 400 45
10 800 23
20 1500 12




174
ComparedtocalculatedforcesofShipB(Vuorivirta,2008),ourcalculatedforcesofshipAareinasmall
marginthesameifweperceivethedifferentdirectionofrotationofthepropellers.Thisisaresultofusage
of the same PIV data and the similarity of the two ships. The figure presented in Brix, 1993 and the
formula1givesusa68kN/°slopeoftheliftforcewheninflowisaveragedandthewholeruddersurface
areaisused.Inasimilarmanner,theslopeoftheliftforceis60kN/°fortherudderbladearea.Wecan
assumethattherealvalueissomethingbetweentheseboundaries.
Theextendedliftinglinetheorygivesusa75kN/°slopeoftheliftforce,whichisslightlylargerthanthe
literature gives. We can assume that the slope is slightly too steep, resultedfrom the restrictions of the
usedtheory.Theflowisidealizedindiscontinuationpoints.
ThethinairfoiltheoryofTheodorsengivesusa180kNamplitudeofnonstationaryforces.Thecalculated
amplitude is over 10 percent of the stationary lift force at 20 degrees rudder angle. The percentage
increasesconsideringthetoolargeforcesgivenbyliftinglinetheory.Thepercentageissignificant.
Usageofliftinglinetheorytocalculateloadsactingonarudderisnotthemosttypicalsolution.Thereare
lift force coefficients tables availablefor different kinds of rudder. Also,thereare many coefficientsto
improvetheusageonliftingsurfacetheory.Thesepointsaddedtolowaccuracychallengestheusageof
liftinglinetheoryinthecaseofasemibalancedrudder.Forspaderuddersthetheoryisprobablymore
accurateasspaderuddershavelessdiscontinuationpoints.However,thismethodmoreappropriateina
moreextraordinarysituationinwhichextensiveliftforcecoefficienttablesarenotavailableandinflowis
known. The thin airfoil theory of Theodorsen can be considered suitable for a situation in which the
Strouhalnumberissmall.InthecaseofaRopax,themethodcouldbeinaccurate.


Brix, J., (1993). Rudders, typical constructions and additional in: Brix, J. (Eds.), Manoeuvring Technical Manual, Seehafen
Verlag,Hamburg.
Molland,A.F.,TurnockS.R.,(2006).MarineRuddersandControlSurfaces:Principles,Data,DesignandApplication.Elsevier,
Oxford
Rozhdestvensky,K.V.,RyzhovV.A.,(2003).Aerohydrodynamicsofflappingwingpropulsors.
ProgressinAerospaceSciences39:8,pp.585–633.
Vuorivirta,L.,(2008).EffectofaPropelleronRudderCavitationandNoise,TKK,Otaniemi.
Matusiak,J.,(2006)http://www.tkk.fi/Yksikot/Laiva/Opinnot/Kurssit/vanhat/Kul24.117/kantopinta1.pdf
Katz,J.,Plotkin,A.,(1991).LowSpeedAerodynamics:FromWingTheorytoPanelMethods.McGrawHill,NewYork.
Mikkola,T.,Hanhirova,K.,(2007).PIVMeasurementsforaCruiseFerry.TKK,Otaniemi.

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







Initial stability of a ship is very important in terms of her survivability and seakeeping qualities. It
influencesnotonlytherollmotioncharacteristicssignificantlybutalsothepassengerandcrewcomfort.
Rollmotionofashipmaypresentimportantevidenceaboutheroverallstabilityinaseaway.

Thispaperoutlinesdetailsofaparametricexperimentalstudywhichwascarriedoutfordeterminingthe
effectofcatamarancharacteristicsonrollmotionandstability.Allrelevanttermswhichaffectrollmotion
were addressed clearly, however only predominant catamaran characteristics were chosen as working
parameters.Howtheseparametersaffecttherollperiod,characteroftherollmotionandthemetacentric
height()havebeeninvestigated.

Theparameterswerevariedsystematicallyforeachspecificcondition.Thecatamaranmodelwasforced
torollfreelyandtherollperiodsweremeasured.valuesforeachconditionwerecalculatedbyusing
theexperimentalresults.Theuncertaintyanalysisoftheexperimentswasalsostudied.Finally,theresults
werepresentedingraphicalformsanddiscussedindetails.

Catamaran,Stability,RollMotion,ParametricExperiment,RollDecayTest,GM


Apositivemetacentricheight,,whichisameasurementofinitialstability,isthefirstrequirementfor
a stablely floating body.  is one of the most important parameters that affect the survivability and
seakeepingqualitiesofaship.Hence,valuesshouldbecheckedinordertocontrolthesafetyofthe
vesselbeforeanyfurtherdetailedanalysis.
Anegativeorverylowvaluescancausecapsizing,onthecontrary,veryhighvaluescausehigh
rollfrequency,lowrollperiod,hencedisturbingrollmotion.Itisapparentlyanundesirablepropertyfora
shipandthistypeofshipsarethesocalledstiffships.Catamaransareinherentlystiffshipsbecauseof
theirhighvaluesandbyreasonofthefactthatcatamaransareusedinservicesector.Peoplefirstly
expecthighspeedandpassengercomfortfromthem.Thus,havinghighvaluesisalsoaproblemin

177
termsofrollmotionandstabilityforcatamarans,whichshouldbetakenintoconsiderationforbothship
manufacturersandshipdesigners.
Thispaperpresentsthedetailsofaparametricexperimentalstudywhichwascarriedoutfordetermining
theeffect ofcatamaran characteristics onroll motion andstability. Thecatamaran characteristics which
werechosenasworkingparametersarenamelythebreadthofthecatamaran()andtheverticalcenter
ofthegravity().Theinfluenceoftheseparametersontherollperiod,thecharacteroftherollmotion
andhasbeeninvestigatedbymeansoftherollperiodtest.Itisasimplemethodforestimatingthe
naturalrollperiod,.
Theparameterswerevariedsystematicallyforeachspecificcondition.Thus12conditionswereanalyzed
in total and natural roll periods, natural roll frequencies,  and  values of the catamaran were
obtainedforeachcondition.Asseeninthefollowingsections,andhavesignificantinfluenceon
metacentric height and natural roll frequency. The results are shown and discussed in the following
sections.


The characteristics of a catamaran that affect the roll motion are displacement (), vertical center of
gravity(),draft,freeboard,depth,trim,lengthonthewaterline(),breadthonthewaterline(),
weightdistribution,formcoefficients,externalforces,shiftingofweights,etc.Howeveronlypredominant
catamarancharacteristicswerechosenasworkingparameters,and.Theparameterswerevaried
systematicallyforeachspecificconditionwhiletheotherswerekeptconstant.Hence,theeffectofthese
characteristicsonrollmotionandstabilitycanbeeasilymonitoredbymeansofexperimentalanalyses.
Thecatamaranmodelwasdesignedinawayespeciallytoprovideflexibilityinchangingand,in
ordertomonitortheeffectsoftheseparametersonrollmotionandstability.Themodelhastwotransverse
connections between the demihulls which make it possible to change  and three floors as
superstructureforanadditionalweighttobemovedverticallywhichmakeitpossibletochange.The
initialconditionofthemodelisshowninFigure1,whichisthefirstconditionofexperiment.


 
Thecatamaranmodel

178
Bwl has four different values and  has three different values throughout the experiments, therefore
twelvedifferentconditionsweretestedintotal.Theverticalpositionoftheaddedweightisvaried(itis
shiftedtotheupperfloor)respectivelywhilekeptconstantatitsinitialvalueandthisprocedurehas
beenrepeated for each  value. The natural rollperiods and frequencies, the metacentric heights and
valueswerecalculatedbymeansofrollperiodtestforeachconditionandtheuncertaintyanalysisof
theexperimentwascarriedout.


Asetofrollperiodtests(rolldecaytests)ofacatamaranmodelwasperformedtodeterminethenatural
rollperiodandareasonableapproximationoftheship’smetacentricheight,GM.
TheprincipledeterminationofthenaturalrollperiodisshowninFigure2.Itshowsatypicalrolldecay
testwhichmayalsobeperformedwithafullscaleship.Theshipisinclinedtoaninitialheelandthen
released.Theresultisanoscillationaroundthestaticheelofequilibrium,andtheshiposcillatesinitsown
natural period. As the oscillation is damped, the amplitudes decrease. From such a test, the natural roll
period, 0 andthedampingincrementcanbedetermined.(Krüger,Kluwe,2008)



Determinationofnaturalrollperiodbyrolldecaytest

Therelationshipbetweenthemetacentricheightandthenaturalrollperiodcanbeexpressedas(Sabuncu,
1993):
2
 2π    1 (1)
 =  
 0  

where  istheradiusofinertiaoftheship’ssolidmassandisgravitationalaccelerationcanbefound

usingtheareamomentofinertia(I)andthewaterplanearea()

179
  (2)
 =


Inphysicalexperimentsuncertaintyanalysis,orexperimentaluncertaintyassessment,dealswithassessing
theuncertaintyinameasurement.Anexperimentdesignedtodetermineaneffect,demonstratealaw,or
estimate the numerical value of a physical variable will be affected by errors due to instrumentation,
methodology,presenceofconfoundingeffectsandsoon.Experimentaluncertaintyestimatesareneeded
toassesstheconfidenceintheresults.(Stern,1999).Totaluncertaintyforis:
=

2
 2 +  2 (3)

Whereisbiasuncertaintyandisrandomuncertainty.Systematicuncertaintiesarecausedby
systematicerrorsthatusuallycomefromthemeasuringinstrumentsandrandomuncertaintiesarecaused
byrandomerrors.Randomerrorsinexperimentalmeasurementsarecausedbyunknownand
unpredictablechangesintheexperiment,suchasenvironmentalconditions.
2 2
 ∂   ∂  (4)
( ) ( )
2 2
=   0 +   
 ∂   ∂  

where 0 isthesensitivityofthemeasurementofnaturalrollperiod,,and    isthesensitivityofthe

measurementoftheradiusofinertiaoftheship’ssolidmass,  .Itshouldbenotedthatthesesensitivities

arethesensitivitiesofthemeasurementdevices.
()0.5(5)
whereisthecoveragefactor,isstandarddeviationand  isthenumberofmeasurements.
For≥10maybeassumedtobe2(Sternetal.,1999).
1
  ( − 
 )

2 2

 =  ∑

 (6)
  =1  −1 
 

where  isthemeasuredrollperiodforeachmeasurementand  istheaverageofallthemeasured

rollperiods.


Naturalrollperiodswerefoundforeachspecificconditionbymeansofrollperiodtestshencenaturalroll
frequencies, metacentric heights and KG values were evaluated, and uncertainty analysis of the
experimentwascarriedout(Equation3).Itshouldbenotedthatbiasuncertainty(Equation4)isverylow
(min.±1.4%  max. ±1.7%) while random uncertainty (Equation 5) is significantly high (min.±11.7% 
max. ±19.2%) due to the limited repetitions in the experimental procedure that results in high total
uncertaintylevels(between±11.7%and±19.23%).ThecomparisonofGMvaluesfromrollperiodtests

180
againstGMvaluesfromincliningexperimentswasestablishedtoinvestigatetheaccuracyofthetestandit
wasseenthatbothvalueswerealmostthesame.Thedifferencebetweenthemvarieswithintherangeof
±0.7%and±4.3%.
Naturall roll frequency is nondimensionalized (Okan, 2010), metacentric height is also
nondimensionalized(Webb,2001)andcomparedwiththenondimensionalquantitiesofthecatamaranas
showninthefigures.ItshouldbenotedthatKGisnondimensionalizedbydivisiontothedepthofthehull
(KG/D)andBWLisnondimensionalizedbydivisiontothelengthonthewaterline(BWL/LWL).
Figure 3 displays the effect of changing breadth values on the metacentric height of the catamaran for
threedifferentverticalcenterofgravityvalues.Asexpected,GMincreaseswithascendingBWL.



Relationbetweenbreadthandmetacentricheight

Figure 4 illustrates the effect of changing breadth values on the natural roll frequency of the rolling
catamaranforthreedifferentverticalcenterofgravity.Itmaybenotedthatthereisastrongdependenceof
ω0onBWL.



Relationbetweenbreadthandnaturalrollfrequency




181

A parametric experimental study has been carried out in order to determine the effect of catamaran
characteristicsonrollmotionandstability.Theuncertaintyanalysisandthecomparisonsrevealedthatthe
rollperiodtestisanefficientmeantoanalysesuchparameters.
Itisseenthatthebeamofthecatamaranisanimportantfactoronitsnaturalrollfrequency.Therefore,it
hasasignificantimportanceonstabilityandseakeepingqualities.Theverticalcenterofgravitydefinitely
affectsthestabilityandseakeepingqualities.
Thegraphsobtainedfromtheexperimentsmaybeusedforapreliminaryapproachtodeterminetheinitial
stabilityandrollmotioncharacteristicsofacatamaraneveninthepreliminarydesignstage.


The authors wish to thank Assoc. Prof. Emin Korkut and Assist. Prof. Yalçın Ünsan for their help during the
experimentalsetupandvaluableadvice.Theauthors wouldalsoliketothank ResearchAssistantsOnurUstaand
EmreÖzen,whoofferedassistanceduringtheexperiments.


Krüger,S.,Kluwe,F.,(2008).Asimplifiedmethodfortheestimationofthenaturalrollfrequencyofshipsinheavy
weather,HANSA09/08,Hamburg.
Okan,B.,(2010).Gemilerindalgalararasındakihareketlerinindinamikanaliziiçinsayısalbiryöntemgelitirilmesi:
teorikvedeneyselbirçalıma.TÜBĐTAKProjesiNo:106M481.
Sabuncu,T.,(1993).GemiHareketleri,Đ.T.Ü.GemiĐnaatıveDenizBilimleriFakültesiOfsetAtölyesi,Đstanbul
Stern, F., Muste, M., Beninati, M. L., Eichinger, W.E., (1999). Summary of experimental uncertainty assessment
methodologywithexample,IIHRTechnicalReportNo.406,Iowa.
Webb, P. W., (2002). Control of posture, depth, and swimming trajectories of fishes. Integrative& Comperative
Biology.42;pp.94101.



182







Afishingboathullwasusedasanexampleofhowhullformoptimizationcanbeaccomplishedusing
a Multi Objective Genetic Algorithm (MOGA).  The particular MOGA developed during the study
allowed automatic selection of a few Pareto Optimal results for examination by the designers while
searchingthecompleteParetoFront.Theoptimizationusesthreeperformanceindicesforresistance,
seakeeping, and stability to modify the hull shape to obtain optimal hull offsets as well as optimal
values for the principal parameters of Length, Beam and Draft.  The modification of the 148/1B
fishing boat hull, the parent hull form of the Đstanbul Technical University (ĐTÜ) series of fishing
boats,ispresentedfirstbyfixingtheprincipalparametersandallowingthehulloffsetstochange,and
secondly by simultaneously allowing variation of both the principal parameters and the hulloffsets.
Improvements in all three objectives were found.  However, further research in how to develop the
methodology to allow forother performance objectives, such as cost or specific mission objectives,
raisestheissueofusingenhancedperformancepredictionsolversaswell.Inaddition,theproblemof
validatingtheresultsoftheoptimizationisraised.

Optimization,MultiObjective,FishingVessel,Resistance,Seakeeping,Stability


AMultiobjectiveGeneticalgorithm(MOGA)study(Gammon,2011)wasconductedusingafishing
boat as an example to develop a technique for hull form optimization to enhance ship performance.
The study used three performance indicators to improve performance in resistance, seakeeping and
stability. As the hull is a fundamental component of a vessel, it has a significant influence on the
performanceandsuccessofadesign.Ideally,anoptimumhullwouldhavetheminimumresistance,
while maximizing stability and minimizing ship motions to enhance the seakeeping behaviour.
However,minimizingresistance,forexample,mightresultinminimizingbeamwhichinturnleadsto
lessstability,afeaturethatdirectlyimpactsthesafeoperationofthevesselandwhichisconstrained
by regulations.  In other words, a compromise is required to achieve an optimal design. For that
purpose,Paretooptimality,namedafterVilfredoPareto,isused,inwhichanobjectiveisminimized

183
(ormaximized)withoutmakinganotherobjectiveworse(Web1).ParetoOptimalityisachievedwhen
nofurtherimprovementinanyoneobjectivecanbemadewithoutmakinganotherobjectiveworse.
Inordertosearchefficientlythroughthedesignspace,aMOGAwasdesignedthatincorporatesthree
performance indices for each of the objectives for resistance, seakeeping and stability. While
numerous studies have been conducted in optimization of single objectives, commonly for
minimizationofresistance(Danımanetal,2001),multipleobjectivesrequireadditionalconsideration
aswellastheburdenofrequiring,inthecaseofcomputationalresources,increasedcomplexity.For
thisreason,asingleperformanceindexrepresentingeachindividualobjectiveaidsintheformulation
ofthe multiple objective problem. This leads us to the next section on formulating the optimization
problem.


Ageneralformofthemultipleobjectiveproblemisgivenbythedeterminationofavectorofdecision
variables(Coello,Coello,1996)asfollows;
 
 * =  1* , 2* , 3* ,.... *          (1)

where   ,  = 1,2,... are the decision variables. The decision variables include the principal

parameters of the vessel and the hull offsets, i.e., where ,  and  are the length, beam and draft,
respectively represent the principal hull parameters and the decision variable  represents the hull
offsetsasamatrix.Thesolutionmustalsosatisfyanumberofinequalityconstraintsandanumber
ofequalityconstraintswhereshouldbelessthan toavoid beingoverconstrained.Thesolutions
mustoptimizethevectorfunction;
    
 () ()
 =  1  ,  2  ,...    
  ()       (2)

where representobjectivefunctionsforresistance,seakeepingandstability.
 1 (  )   2 (  )  3 ()
 



TheresistanceperformanceindexorResistanceCoefficientIndex()iscomposedofaselectionof
speedsorFroudenumbersandthecorrespondingcoefficientsfortotalresistance,asfollows;
 −1
1
 =∑ ( + +1 )(  +1 −  )
 =1 2        (3)
whereisgivenby
)  )mod  + (1 +  ) + 
= 
       (4)
For the calculation of CW, or the wave resistance coefficient, a transom modified Michell’s integral
using potential flow theory was utilized (Gammon, 1990), while for the frictional resistance

184
 coefficientor,theITTC1957frictionallineusingtheReynoldsnumberisused.Theformfactor
is used for the ITU 148/1B series of fishing boats (Kafalı et al., 1979), while  is a correlation
allowance.Astudywasconductedthatshowedtheconsiderableeffectofthetransomonvesselswith
alowratio,andgoodagreementcouldbeobtainedasseeninFigure1forthewaveresistanceup
toaFnof0.4,oravesselspeedofapproximately10knots(GammonandAlkan,2001).Whilethis
approach provided a key performance indication at reasonable computational cost, the question of
usinghigherfidelitysolversisraisedlater.


TheseakeepingperformanceindexoriscomposedofaselectionofspeedsandtheVertical
Motionindexateachspeedasfollows;
 −1
1
 =∑ ( +  +1 )( +1 −  )
 =1 2       (5)
Theverticalmotionisacalculationthatcombinesheave,   withpitch, φ atthebowandheave
acceleration,   asfollows;

=     +   sin (φ )   
              (6)
  2  
Thisallowedforasimplifiedapproachtoderivingasingleperformanceindexforthisobjective,as
showninFigure2,butnaturally,raisesanumberofissueswhicharedescribedlater.

 





  

 


     

   




ComparisonofMichellandTransommodifiedWaveResistancewithExperimentalResultforITU
FishingBoatITU148/1BataparticularLoadCase(L.C.1)


185
 













PitchandHeaveMotionCombinedintoTotalVerticalMotion


Asintheprevioustwoobjectives,thestabilityperformanceisgivenbythefollowingindexbasedona
combinationoftransversestabilityparametersasfollows;
φ
 = φ ∫  (φ )  φ
0          (7)
where φ istheangleatwhichmaximumoccursandtheintegraluptothe vanishingangle φ
 
gives the area under the  curve as shown in Figure 3. This stability index should also be
consideredalongwithminimumstabilityconstraintssuchasaminimumrequirement.


 
  

   
G Z max

Φ
Φ m 1rad Φ v


GZcurvewithStabilityIndexElements


Geneticalgorithmshaveprovenusefulinawiderangeofoptimizationproblems.Multipleobjective
genetic algorithms (or MOGAs) have produced a wide body of research and applications (Gen and
Cheng,2000).Geneticalgorithms,asastochasticoptimizationapproach,havebeenusedtooptimize
shiphullformstominimizeresistance(Dejhallaetal,2001)and(Yasukawa,2000),wherethefocus
wastomakesmallchangesinthehullform,keepingthebasicprincipalparametersthesame.Inthe
currentstudy,theuseofmultipleobjectivesiscombinedwithchangingbothprincipalparametersof
length, beam and draft, as well as finding optimal hull offsets. In order to achieve that goal, the
canonical Genetic Algorithm by Goldberg (Goldberg, 1989) is modified as shown in Figure 4 by

186
treatingeachobjectivesequentially.Foreachobjectivethepopulationisevaluatedseparately,andthe
geneticoperationsappliedaftereachevaluationtogeneratethenextpopulation.Thecurrentoptimum,
ifthereisone,isreturnedateachevaluation.Thisapproachoptimizeseachoftheobjectiveswhileat
thesametimegivingamorecompromisedsolutiontothenormalmethodoffindingsolutionsallalong
the Pareto Front. A populationof 100 hullforms was used, though 20 hulls could also give a good
solution, and these were evaluated by each objective in turn and the better candidates combined
geneticallyforthenextiteration,forNgenerations.Nwastypicallysetat100generations.









 








 







 
 




MultiObjectiveGeneticAlgorithmApproach


187

TwodifferentcasesweretriedusingtheITUfishingboatITU148/1Bseries.Thefirstmaintainedthe
principalparameters,whichthesecondcaseallowedtheseaswellasthehulloffsetstobemodified.
Figure5showsthechangesinthehullformshapechangingonlyhulloffsetsandkeepingthelength,
beam and draft the same. The results in Figure 6 show how each of the objectives improve over
subsequentgenerations.


ITU148/1BOriginalandModifiedHullwithFixedPrincipalParameters



                                       
    

      

      



 

     

     



  

      

        

        


Stability,SeakeepingandResistanceIndexImprovementsbyGeneration

Thesecondcaseallowsvariationofprincipalparametersincludinglength,beamanddraft,aswellas
hulloffsets.AsshowninFigure7,thebeamincreasessignificantly,andthedraftshallows.Whilenot
shown, the length increased to the maximum limit. Figure 8 shows a plot between resistance and
seakeeping performance indices, showing the trend on how the population is evolving towards the
respectiveminimums,andwiththe67thgenerationplottedshowingafinalcompromisesolution.


188
 
ChangingBothPrincipalParametersandHullOffsetsforITU148/1B



SKIvsRCIforITU148/1BwithChangingPrincipalParametersandHullOffsets


Thestudyin(Gammon,2011)usedMichell'sintegralforpotentialflowanalysisofwaveresistance.A
higher fidelity solver could be used instead to obtain more accurate solutions for the resistance.
However, the most significant issue regarding the use of a higher fidelity solver is the increase in
computational time, perhaps by an order of magnitude or 10 times or more. When using genetic
algorithms,akeyparameterfortheoptimizationisthepopulationsize;inthestudythepopulationsize
wasingeneralsetat100hulls.Thenumberofgenerationsisalsoimportantforthedeterminationof
all possible optimal solutions; for the study the number of generations was set at 100 to obtain a
reasonablesolution.Using100hullforms,and100generations,thenumberofsampleswas10,000at
eachFroudenumber.Arangeof10Froudenumberswasalsoused.Theresultingnumberofrequired
calculations was then approximately 100,000 calculations for which the computations in this study
tookonlypartofasecondtocompute.Theresultingtimeforthetotaloptimizationwasintheorderof
aboutthreetofourhours.
Dejhallaetal(2001)usedapanelmethodbasedonDawson(Dawson,1977)forthewaveresistance
calculation.Thepopulationsizewas80hulls,eachwith11stationsandfourwaterlinesor44offsets.
The number of generations was set at 20 generations. The optimization was conducted at a single
Froude number. The result is a requirement for 1600 resistance calculations. More recently, other

189
researchershavecombineddifferentpackagestogetherinoptimizationsoftwareforshipoptimization
(Jacquin et al, 2004). MARIN has also successfully optimized various hull forms with small
parametricvariationsinthehullsthatcomparetheresultsfrom216variantsofaparticularhullform
with100computationsofthewavesurfaceusingRAPID(Raven,2007)inhalfanhour(Ravenand
Hoekstra,2003).
Onewaytomitigatesomeofthecomputationalresourcesis,asmentioned,touseasmallerpopulation
size using, for example, 20 hull forms, and using fewer generations (perhaps 50 generations versus
100)thatwouldallow1000variantstobetestedinsteadof10,000asshowninTable1.However,it
wouldstillbenecessarytocomputethewaveresistanceinamatterofseconds,aseven10secondsper
calculationwouldrequire10,000secondsorapproximately14hourstoproduceoptimalresultsusing
ageneticalgorithmapproach.Forthisreason,manyresearchershavealsotriedalternativemethodsfor
theoptimizationprocess.Inaddition,experimentalvalidationwouldberequiredtoconfirmresutls.

RelativeTimeUnitstoComputeWaveResistance
Higher
NumberofInitial Numberof Michell's
Fidelity
HullForms Generations Integral
Method
100 100 10,000 100,000
80 20 1600 16,000
216 100 n/a 21,600
20 50 1000 10,000


A methodology with some results from using a MultiObjective Genetic Algorithm (MOGA) is
presented. While the current approach is useful in rapidly prototyping preliminary design of fishing
boathullforms,extrapolationtolargershiphullsmayrequiretheuseofhigherfidelitysolverswherea
few percent difference in performance can mean substantial fuel savings and can possibly impact
criticalstabilityandseakeepingconstraints.However,anumberofissueshavebeenidentified,suchas
thepriceofusingmoreintensivecomputations,whichmeansgenerallyareductionintheexploration
ofthedesignspace.Futureeffortswouldinvestigatefastercomputationalpackagescombinedwitha
reductionintheinitialvariantpopulationandfewergenerationsthatmayallowtheuseofaMOGAas
ameansofprovidingreasonablehydrodynamicoptimizationwithhigherfidelitysolvers.


The author wishes to thank members and faculty of Yıldız Technical University and Istanbul
TechnicalUniversity.Aswell,aspecialthanksgoestoDr.JimmyChuangofDalhousieUniversity.


190
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

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IlluminationSimulationsinYachtInteriorDesign

MustafaAdilKasapseçkin,BarıBarlas,DamlaAltuncu







Abstract

            
           





             
              
                

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Keywords:
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1.Introduction




                 
          


             

193
          


             
                
            


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

              

                
               
 
               

              
               

              


                  
                

               





               

194



2.IlluminationSimulations
2.1.TechnicalSpecificationsoftheMotorYacht
                  

                   
                   




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
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
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2.2.Methodology
 





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



                

               

             
               




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

196
 



 



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 
 

     

  

      

      
      
      

197
       
      
      
      
      
      
      
      
      
      
      
      
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
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



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3.Results
              



                 

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Fig.9.


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Fig.10.


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Fig.11.


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Fig.12


              

                


                 

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Conclusions
               



               

               




References
McCullough, M., Mitchell, W.,          

Yıldırım,M.T.,


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High Speed Planing Hulls Resistance Prediction Methods and
Comparison

Abdi Kukner, A.Mertcan Yasa,

Faculty of Naval Arch. and Ocean Eng., Istanbul Technical University, Turkey, kukner@itu.edu.tr,
mertcanyasa@gmail.com

Abstract
In this study, a brief history and basic information have been provided and the following, starting
from planing hull resistance prediction methods, prismatic equations, planing hull series and
numerical methods and finally empirical methods are explained. Several prediction methods have
been researched and are provided herein. These are Savitsksy’s method, which is the best for
planning speed ranges, Radojcic’s method which is series 62/65 regression, Blount-Fox method,
Clement’s series 62 model tests, and Clement’s simplified method which is also derived from
model tests. These methods have been examined, represented, and plotted. The results are
presented here.

Keywords: Planing hulls, Savitsky, Clement, high speed, series 62

1. Introduction
Significant research into high speed planing hulls and their resistance prediction methods
were begun about 90 years ago. When those studies are examined, it is clear to see that the
first experiments had been done on sea planes. Following experiments and studies have
been carried out on prismatic planing surfaces and later on planing hulls. The first
experiments on planing surfaces were Baker’s studies in 1910 (Savitsky, 1964). More
comprehensive studies on planing surfaces were carried out by Sottorf. In addition to those
studies, there were more experiments conducted by Shoemaker, Sedov, Sambraus and
Locke. These studies help us understand hydrodynamic characteristics of different planing
surfaces. Empirical equations have been created for practical use by using the relations and
variables of hydrodynamic lift force, drag force, pitching moment and wetted area
(Savitsky, 1964).

2. High Speed Vessels

The speed-length ratio for high speed vessels is stated as 2 ( V / L > 2 ) (Kafalı, 1981). V
is vessel speed in knots and L is waterline length in feet. Another definition was given by

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Baird in 1998, states that high speed vessels including all monohulls, catamarans, and
trimarans having speeds greater than 30 knots the Froude number will be greater than 0.4.
It can be stated that there are two different pressure types acting on the hull. These are
known as hydrostatic pressure and hydrodynamic pressure. Hydrostatic pressure is known as
buoyancy which is proportional to displacement of the vessel. Hydrodynamic pressure is dependent
on the flow around hull and proportional to the velocity square. In general, when the Froude
number is less than 0.4, hydrostatic forces (buoyancy) are more predominant than the
hydrodynamic pressure forces. Vessels in this speed zone are called displacement vessels. When
Froude number is between 0.4 and 1.0 (likewise 0.5 and 1.2), vessels in this speed zone are called
semi-displacement vessels. Finally, when the Froude number is greater than 1.0 (likewise 1.2)
hydrodynamic forces have an impact on hull and creates lift; these vessels (in this speed region) are
called planing hulls.
According to Archimedes, a vessel’s underwater volume displacement is equal to the force applied
by water to the hull. When the vessel speed is equal to zero (V = 0), the force applied by water to
the hull structure is hydrostatic pressure, and will be equal to the floating weight. Conversely, as
the body begins moving (speed is greater than 0), water particles are put into motion by the force
applied to them. The effect of the force in the opposite direction creates another force known as
hydrodynamic pressure. Hydrodynamic pressure forces can cause two different drags. The first one
is known as viscous pressure drag, the second is known as wave drag. The component of a pressure
through the body results in frictional drag, and the vertical component of the pressure leads to an
elevation of the hull (if the effect is in the opposite direction, it may cause the body sink) and trim.
As the speed increases, the vertical pressure component, which is known as lift force, is increasing
and the hydrostatic forces (buoyancy) will cause the vessel to be lifted out of the water. When
hydrodynamic forces are dominant, these vessels are known as planing hulls (Blount & Fox, 1976).
Hydrodynamic and hydrostatic pressure forces can vary and subject to the Froude number.
Generally, the planing regime starts for Froude number Fn > 1.2 and Fn = 1.0 being the lower limit
for the planing regime (Faltinsen, 2005). For this reason, it is possible to categorize high speed
vessels with respect to the Froude number, as well as hull forms and their resistances.

Fig. 1. According to Froude Number, Variation of Effectual Forces on Hull (Larrson & Eliasson, 2000)

202
3. High Speed Planing Hulls Resistance Prediction Methods
There are some variables which are use to predict resistance of hulls. These are speed and
displacement, length and beam, deadrise angle and LCG (Almeter, 1993). Although these
parameters show main dimensions and loading of the vessel, they are not capable of specifying the
hull form. For this reason, it is necessary to identify hull form subject to beam taper, hull wrap,
concave/convex form or straight sections. Nevertheless, it is difficult to include all these variables
to the prediction method. Therefore the planing hull series aim is to predict resistance by fixing hull
form but changing one dimension of that form. The most accurately matched resistance predictions
are based on methods which are developed by planing hull forms (Almeter, 1993).
There is abundant information regarding hull form, therefore it is possible to choose the best
prediction method for known hull form. Additionally, any similar hull forms having similar main
dimensions and speed ranges may have very close resistance predictions. As explained previously,
fundamental speed ranges are shown below;
 Pre-Planing
 Semi-Planing
 Fully-Planing

4. Resistance Prediction
Resistance prediction methods are categorized in the following:
 Planing Hull Series
 Prismatic Equations
 Numerical Methods
 Empirical Calculations
 Theoretical
All prediction methods mentioned above are based on the same data, experiments, and observations
of planing hull models tests. The observed data and produced graphics are described the
experiment that was conducted (Almeter, 1993).

5. Planing Hull Series

Resistance of planing hull can be predicted from the testing of scale models. In systematic series,
forms are generally created by changing dimensions in one parameter. The predicted resistance
obtained by using scale laws. It is possible that different prediction methods can lead to different
resistance values for same models, it is important for the designer to know how to tests have been
carried out for that model (Almeter, 1993).
It is necessary to explain systematic series.

203
 Series 50 (Almeter, 1993): This was the first of all planing hull series and was developed in
the late 1940’s, and designed for the semi-planing region. However, Series 50 is no longer
used for modern planing hull forms. The main characteristics of Series 50 are high warp,
high beam taper, concave hull. This series was developed for displacement vessels, and
tests carried out as such.
 Series 62 (Almeter, 1993): This series was developed in the early 1960’s, and based on
pure-planing. The main differences being narrow transom, blunt bow, maximum chine
beam forward of midship. This series has been tested on small deadrise angle, and fixed at
13 degrees. Model tests have been made for wide range of speeds, loading and LCG
locations. It is adequate and easy to use for a small deadrise angle but blunt bow may lead
to high friction force.
 Series 65 (Almeter, 1993): Series 65 has been developed in the early 1970’s to test hull
forms for possible hydrofoil applications. This series is suitable for pre-planing regime.
Series 65 is actually two series: Series 65A and 65B. Series 65A has exceptionally narrow
stern and for this reason its application range is limited. Series 65A is not normally used.
Series 65B is more useful in that it is applicable to deep vee hull forms. This series was
developed for pre-planing regime and semi-planing regime. Additionally, the models have
no beam taper unlike the other series.
These series has been tested at fixed loading conditions and trim. The resistance was
presented in graphical forms as a function of dynamic trim and weight.
 Naval Academy Series (Almeter, 1993): The United States Naval Academy tested three
systematic round bilge models and three systematic hard chine models. These series were
too small to do effective resistance prediction.
 Dutch Series 62 (Almeter, 1993): This series was developed in the late 1970’s, but with
low deadrise angle. The Dutch has the same characteristics as Series 62 mentioned above.
Although, series 62 has been designed for fully-planing speed ranges, this series has been
tested on pre-planing and semi-planing stages.
 BK Series (Almeter, 1993): BK series is a semi-planing series was developed in the early
1960’s by the Soviets. This series was designed for patrol boats and small warships.
 MBK Series (Almeter, 1993): This series is very similar to BK series developed in the early
1970’s. MBK series has been oriented towards small, semi-planing hulls.
 Norwegian Series (Almeter, 1993): This series was developed in Norway in1969, and was
oriented towards semi-planing and pure-planing designs. Norwegian series hull shapes are
similar to modern forms. Also, there has been testing to investigate aft beam taper and
forebody hull shape.

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6. Prismatic Equations
Prismatic bodies have constant cross section and straight buttocks through length. Most of planing
hulls can be examined as a prismatic because during planing stage, the sections of hull underwater
are constant. The primary variables of prismatic hulls are beam, deadrise angle, LCG, and weight
of vessel. Length and hull form cannot be considered in the calculations. Another advantage of
prismatic planing hulls is resistance that can be considered as a tangent of a trim angle and the
vessel’s weight plus frictional drag. Prismatic shapes can be investigated for lift and torque or
longitudinal moment. The equations are based on lift and longitudinal moment to trim, and speed
and wetted planing area (Almeter, 1993).
There are three prismatic resistance prediction methods (Almeter, 1993).
 Savitsky Method
 Shuford Method
 Lyubomirov Method
The resistance difference between these methods is usually less than 10%. Savitsky’s method gives
the highest prediction and the other two give a lower prediction. For more detailed information
about these methods and other prismatic equation is given in reference (Almeter, 1993).

7. Numerical Methods
Numerical methods can be very useful in the preliminary design stage for resistance prediction.
Since numerical methods were developed from model tests, the correct results cannot always be
obtained (Almeter, 1993). For this reason, when a designer decides to use numerical methods, it
should be considered how correctly the method reflects its database.
There were some numerical methods developed but very few of them are being used today.
 U.S Naval Academy Series Regression (Almeter, 1993)
 Series 62/65 Regression (Hubble) (Almeter, 1993)
 Japan Regression (Almeter, 1993)
 Series 62/65 Regression (Radojcic Regression) (Almeter, 1993)
 Empirical Calculations (Almeter, 1993): Empirical calculations are developed based on
graphics and model test data. These graphics are usually developed by designers,
mechanical engineers, shipbuilders and naval architectures. If the calculations are correct,
it is possible to get proper results. However, in order to get proper results, it is crucial to
use similar type of hull forms which are used for developing graphics.

8. Other Methods
There are some other resistance prediction methods different from methods mentioned above. First,
Blount-Fox method which is a multiplying factor for Savitsky’s method. The second method is
Lahtiharju’s regression method which was developed in the Technical Research Center of Finland
(VTT). Additionally, Soviet BK and MBK methods, along with some other methods have been

205
developed. Finally, there are model tests which have been carried out by Clement based on
systematic series.

9. Conclusion
In this study, several resistance prediction methods have been applied on a given planing hull form.
These methods are Savitsky’s method (Savitsky, 1964), Radojcic’s regression method (Radojcic,
1985), Clement’s systematic series model tests (Clement and Blount, 1963) and Blount-Fox
method (Blount & Fox, 1976).
As shown in Figure 2, one planing hull has been chosen. The deadrise angle is 12.5 degrees,
resistance predictions made, and graph plotted against speed (Figure 3).

Figure 2. Planing hull.

After the calculations and resistance predictions were done, the comparisons between resistance
have been made and illustrated in figure 3 and also given in table 1. When the results were
examined, it can be seen that at low speeds (pre-planing and beginning of semi-planing stage)
Savitsky’s method gives lower resistance values. However, in semi-planing and planing stages
Savitsky’s method gives better and more acceptable results. The results were compared to the
Blount-Fox method, and were found that this method was compatible with Savitsky’s method.
Blount-Fox is a multiplying factor for Savitsky, and this factor makes a difference of around 20%
at low speed ranges. Hence, it can be concluded that using the Blount-Fox method results in better
resistance values at low speed ranges than Savitsky’s method.
On the other hand, Radojcic’s method is a regression analysis of series 62/65. Therefore, it may
result incorrect values since the hull is not belonging to series 62/65. After considering this
situation, results illustrate that Radojcic’s method results in higher values within the lower speed
ranges. Conversely, at semi-planing and planing region, Radojcic gives better results but its
regression analysis is limited by the volume of the Froude number. So, with the Radojcic’s method
it is not possible to get results within a wide range of speeds. Also, it is crucial to mention that
Radojcic’s method is based on Ap value (projected planing bottom area) and this must be taken into
account.
Another method is Clement’s method, which is based on a systematic series of model tests giving
the most literal results. Clement’s simplified method is based on C Lβ and gives very acceptable
result for very high speeds only.
In conclusion, when designing a high speed planing vessel, the designer must choose the design
speed appropriate for that hull. Clement’s tests give very good results as they are based on model

206
tests results. For high speed ranges planing stages and semi-planing hulls, Savitsky’s and/or
Blount-Fox methods would be a good choice. If a series 62/65 is chosen, the designer may employ
Radojcic’s method. Result comparisons are shown below.

Seri 62/5.5
10
Savitsky Method
Resistance (kN)

8 Blount-Fox
Radojcic 5.5
6
Seri 62/7.0
4
Seri 62/8.5

2 Radojcic 7.0
5 10 15 20 25 30 35 40 45 Radojcic 8.5
Speed (knot) Clement SM

Figure 3. Comparison of Resistance Prediction Methods

Table 1. Resistance Predicion Methods Comparison

Clement Clement Clement
Blount Radojcic Radojcic Radojcic Clement
F V/R S. 62 S. 62 S. 62 Savitsky
Fox (5.5**) (7.0**) (8.5**) SM*
(5.5**) (7.0**) (8.5**)
1.28 10 6.233 5.031 4.229 4.484 5.230 8.616 6.254 4.304 -
1.92 15 7.234 5.565 4.897 5.558 6.762 10.261 6.332 3.072 -
2.56 20 6.678 5.787 5.387 5.800 6.548 6.969 6.049 5.723 -
3.19 25 6.099 5.832 5.787 6.022 6.640 5.953 5.392 5.344 -
3.83 30 6.144 6.233 6.678 6.502 7.218 - - - 6.340
4.47 35 6.500 7.034 7.791 7.235 8.194 - - - 7.257
5.11 40 7.167 8.013 9.438 8.338 9.689 - - - 8.610
*
Clement’s Simplified Method
** 2/3
Fixed Ap/ = Values
All values are in kN

References

Almeter J. M., 1993 Marine Technology, Resistance Prediction of Planing Hulls: State of the Art, Marine
Technology,Vol. 30, No. 4.
Blount D. L. and Fox D. L., 1976, Small Craft Power Prediction, Marine Technology, Vol. 13, No. 1.
Clement E. P. and Blount D. L., 1963, Resistance Tests of a Systematic Series of Planing Hull Forms,
SNAME Transactions.
Faltinsen, O., 2005. Hydrodynamics of High-Speed Marine Vehicles, Cambridge University Press, New
York.
Kafalı, K., 1981. Yüksek Süratli Tekneler, Teknik Üniversite Matbaası, İstanbul.
Larrson, L. and Eliasson, R., 2000. Principles of Yacht Design, Second Edition, International Marine, Maine.
Radojcic D., 1985. An Approximate Method For Calculation Of Resistance And Trim Of The Planing Hulls,
Ship Science Report, Southampton, UK.
Savitsky, D., 1964. Hydrodynamic Design of Planing Hulls, Marine Technology, Vol. 1, No. 1.

207
Managing Imprecise Information in Concept Ship Design

Giorgio Trincas
Dept. of Naval Architecture and Mechanical Engineering, University of Trieste, Italy, trincas@units.it

Abstract
The complex and multidisciplinary nature of ship design together with the requirement to examine life-
cycle characteristics, compels to incorporate uncertainty since the first phases of ship design process.
Especially, concept ship design is the stage mostly characterised by imprecision, uncertain parameters,
and ill-defined relationships. A short tutorial is presented on the Method of Imprecision (MoI), a formal
theory for representing preferences among design alternatives by incorporating imprecise information
into design process by means of the mathematics of fuzzy sets. The MoI formulates the concept design
of ships as a Multi Attribute Decision-Making (MADM). The underlined strategy is to let the design
team select from a variety of overall preference combinations among attributes. A ro-ro concept ship
design example indicates how the MoI may be applied to assess imprecision of basic data.

Keywords: Ship Design, Fuzzy Sets, Imprecision, Preferences, Aggregation Functions

1. Introduction
Aspirations for the conquest of new markets are higher than ever as new technologies and global
competition compel to introduce intelligent synthesis since initial stages of ship design. Several factors
will drive the design of new concepts including rapid prototyping and affordability. Hence, dramatic
changes are needed in how ships are designed, produced, operated, and maintained. As a result, it is
mandatory to develop designs that are as less sensitive as possible to prediction inaccuracies without
suffering for reduced performance and economic penalties.
In general, the concept ship design is a critical task in the design process, since the most important
decisions with the greatest impact on ship‟s overall economic efficiency are made there (Grubišić et al.,
1990). Concept design is a very complex activity, even if it has simply to provide preliminary sizing of
a ship that has to provide the payload/deadweight and speed expected by the shipowner at a minimum
RFR. The complexity lies on diverse sources of technical, physical and economic issues to process and
balance simultaneously according to a prescribed set of criteria (functional requirements, operating
constraints, and evaluation attributes). Moreover, this very initial design stage is the most risky since
the ship description is still incomplete and imprecise (fuzzy), while associated with multiple,
interacting, and conflicting constraints that are often of doubtful formulation and formalisation.
Insufficient robustness in the concept design phase is the major cause of failure for most of the
upstream life-cycle engineering products (Salzberg and Watkins, 1990).

209
In modelling the concept ship design, deterministic „black boxes‟ are usually used to assess attributes
that cannot be determined exactly due to vagueness of many parameters. A further critical point is that
the uncertainties of one attribute may be propagated to another one through the linking of design
variables so that there could be an accumulation of uncertainty from different individual disciplines.
Therefore, it is mandatory to develop a methodology to represent and incorporate imprecision since
concept design stage to facilitate the ship designers in the decision-making process.
A disruptive strategy must be introduced to modify the traditional design process. Limitations and
disadvantages of the traditional „design spiral‟ approach that yields a point-based design, result in a
single feasible design, but incapability of producing a global optimum. Also formal optimisation
approaches, such as nonlinear programming, goal programming, or genetic algorithms have generally
not proven to be of significant practical value for concept ship design. Even MADM techniques, in
spite of allowing multidisciplinary control of many variables and criteria, still remain of academic
interest only, if computations and decisions are purely deterministic based. To overcome these
limitations, Trincas et al. (1994) introduced robustness in concept ship design. But further extensions
are required.
This paper shortly reviews the so-called method of imprecision (MoI) for concept ship design in the
framework of MADM. A case test is presented to illustrate how the MoI may be applied to an
imprecisely specified ro-ro concept design problem.

2. The Method of Imprecision

The MoI is a set-based approach which uses the mathematics of fuzzy sets to include imprecise
information in the design description and uncertainty in requirements, both relevant to decision making.
It helps the design team to represent preferences among alternative designs, thus supporting robust
decision making which is still based on deterministic evaluation models from various technical and
economic disciplines. In designing, imprecision means uncertainty in selecting among alternatives.
Unfortunately, in evaluating and ranking a set of alternative designs, performance attributes are usually
incommensurate (speed, weight, power, comfort, cost, etc.). A traditional approach to combining such
incommensurate attributes is to use normalisation and/or weighting sum techniques, thus requiring both
a conversion of units, and a measure of relative importance of the individual attributes. On the contrary,
in the MoI preference information on the design variables and performance attributes are combined into
an overall preference rating for the non-dominated set of design solutions.
In the MoI, the preferred statements for design variables and performance attributes are represented
using fuzzy sets, by constructing a scale converting the preferential statements between zero (totally
unacceptable) and one (completely acceptable). The result is the formal calculation of an overall
preference  0  [0, 1] for each candidate design.

210
2.1 Fuzzy Definition of Design Parameters
Fuzziness in ship design stems from the imprecise nature of prediction methods. As compared to crisp
requirements, fuzzy approach softens the sharp transition from feasible to unfeasible (Zadeh, 1978). It
may identify an optimal solution that is close to the infeasible region and which would otherwise be lost
by crisp constraint criterion. At the same time, the values of design variables, parameters, and attributes
should be normalised in order to make them commensurable in a multidimensional space. Although
other design methodologies do exist that implicitly represent imprecision and uncertainty, fuzzy design
methods were found very useful in ship design (Shinoda and Fukuchi, 1991).
A fuzzy set X is defined as the ordered set of pairs [x, (x) ] in which x denotes an element in the fuzzy
set, while (x) represents the membership grade that x has in the fuzzy set. To assess designers‟
preference on the value of specific attribute, different types of membership grade function may be
used. It will be a map, , from a set X  R to the interval [0, 1] such that supp () = [xmin, xmax] and there
exists x  (xmin, xmax) such that  (x ) = 1; has to be continuous and monotonically increasing on [xmin, x ]
and continuous and monotonically decreasing on [x , xmax]. Membership grade is usually normalised so that:
(x) = 0  non-membership, (x) = 1  full membership, 0 < (x) < 1  membership grade.
The cut-level concept is also important in the MoI theory. By -cut of a mermbership grade function we mean
the set of all points x  X such that  (x)  The higher the value of , the higher the confidence in the
design variable and/or the dependent design response.
Many formulations of membership grade are possible but generalised Nehrling-type function (1985)
was found most suitable for application of fuzzy logics in concept ship design:

1
 ( x)  n
(1)
x*  x
1
d

The values to x*, d, and n may be selected so that  can measure the aspiration level of the design team
for specific attribute.
Four types of membership grade function are possible: ascending (S-type), descending (Z-type),
attracting (-type) and averting (U-type). Two points on a membership grade curve are important,
namely,
a) x = x , that is, the level of attribute that is 100% satisfactory, i.e. the level that may optimistically be
expected to be reached by the best design as to specific attribute.
b) x = x 0.5 = x – d, that is, the level that is only 50% percent satisfactory, i.e. the level that may
be expected in the average design.

211
2.2 Design Space and Attribute Space
The design space, DS, is the set of all alternative designs identified by the values of a design variable

n-vector d = {d1,…, dn}, which can be randomly generated by an adaptive Monte Carlo method. The
feasible design values within the DS form a subset Xi .
The attribute space, AS, is the set of all calculated performance attributes { a1, …, aq} evaluated for all
  
designs generated in the DS; this set forms a q-vector, a  f (d ) , which specifies the performance of
      
each design d , where f (d )  { f1 (d ), ..., f n (d )} .
The subset of valid performance attribute values Y is mapped from X and the set of valid values for aj

is Yj . The mapping function a j  f j (d ) can be any procedure to evaluate the performance of a

design (e.g., stability, weight, speed, cost, etc.) including metamodels, heuristic methods, testing of
prototypes, or customer evaluations. For a discussion of how to map from DS to AS in formally
modelling the ship design problem, see Žanić et al. (1992).

2.3 Preference Structure

The design variables and performance attributes are imprecise in nature. The final value of each
variable is unspecified, and only its range can be safely manipulated at concept design level. In order to
compare alternative designs, the preferences, expressed on the design variables by the design team, are
mapped onto the attribute space AS via the extension principle (Zadeh, 1978), where they become
preferences on the performance attributes. The subjective satisfaction that the design team has for
values of x i , the ith design variable, is represented by a membership grade function on the subset X i,

denoted by  and termed the designer preference:

d (di ) : X i  [0,1]  R
i

Preferences are also specified on performance attributes by the design team or shipowner directly.
Thus, the satisfaction with the jth attribute, aj, is represented likewise by a membership grade function
on the subset Yj , termed the customer performance:
a (ai ) : Y j  [0,1]  R
i

These preference functions  di and a j are assumed to be monotonically increasing on their support to
a range of values with peak preference equal to one, and to be monotonically decreasing after the
peak. In other terms, one single scalar preference is needed to compare alternative designs in DS, where
 
 (d1 )   (d2 ) means that design d 1 is more preferred than d 2 .
The single preference should embody both the design preference in the DS and the performance
outcomes in the AS. The general problem is thus a MADM problem: the design team has to choose the
highest performing design configuration from an available design space, when each design is to be
judged by several, perhaps competing, performance attributes. The attributes may have different levels

212
of importance, or weights. The MADM problem is one of the aggregations of weighted fuzzy sets. The
goal of the MoI is to choose an aggregation function that properly models the uncertainty in evaluating
a design.

2.4 Aggregation Functions

The choice of an aggregation function is a key issue of any MADM problem, since it should provide a
useful model of the design process. The combined preference of the design team and customer for a

particular design d is represented by an overall preference

o (d )  P [d (d1 ),..., d (dn ); a ( f1 (d )),..., a ( f q (d ))]

1 n 1 q

Function P is some scalar aggregation function, which formalises the process of trading-off the
conflicting attributes of a design performance against each other, such that some attributes of a design
may contribute more heavily to the combined result than others. The aggregation functions more
appropriate to MADM in ship design should satisfy a minimum set of restrictions for rational design
(Otto and Antonsson., 1991) which are described by a set of axioms (see Table 1, where N = n + q).
The axioms of commutativity, monotonicity and continuity are common and uncontroversial to many
MADM approaches. However, idempotency and annihilation are fundamental to the MoI.

Table 1: Axioms for overall preference resolution

P ( 1 ,...,  j ,..., k ,...,  N ) P ( 1 ,..., k ,...,  j ,...,  N ) j, k
 Commutativity

P ( 1 ,..., k ,...,  N )  P ( 1 ,..., k' ,...,  N ) for  k   k' , k Monotonicity

P ( 1 ,..., k ,...,  N ) = lim P ( 1 ,..., k' ,...,  N ) k Continuity

k k'

P ( 1 ,..., k ,...,  N )   Idempotency

P ( 1 ,..., 0,...,  N )  0 Annihilation

The idempotency axiom states that if several variables with identical preferences are combined, then the
overall preference must have the identical degree of preference as well. Idempotency reflects the
constraint that the overall preference for a design should never exceed the preference of the highest-
ranked attribute, nor fall below the preference of the lowest-ranked attribute.
The annihilation axiom states that if any attribute of a design sinks to zero, then the overall preference
for the design is zero. If it is not satisfied, then a decision could be made in which an attribute is not
satisfied (such as, for example, service speed), but is mathematically compensated for by large
preference of another goal (such as, for example, required freight rate).
The aggregation functions satisfying all above axioms are known as design-appropriate. Further
restrictions are needed, which reflect the design strategy. Among the others, there are two basic metrics
(trade-off strategies) suitable to use within the MoI: the min and product operators over different
subsets of the attributes, which still satisfy the restrictions of Table 1.

213
In the first type of design strategy, there is no trade-off between individual preferences so that the
increase in preference for one attribute cannot compensate for the decrease in another preference. This
is a conservative and non-compensating trade-off design strategy. In this case, the minimum
aggregation function Pmin is used, which combines membership grade functions for design variables and
attributes producing an overall measure of a design that is limited by the most poorly performing
attribute
o  min{d ,..., d ; a ,..., a }
1 n 1 q
(2)

Alternatively, a design or different outcomes of a design might be rated by compensation among the
attributes. Such a fully compensating metric must be constructed in a manner consistent with the axioms
reported in Table 1. The normalized product PΠ is the aggregate function
1
n q
 nq
 0     di    a j  (3)
 i 1 j 1


3. Metamodels for the Mapping Paradigm

A central element of the MoI is to approximate the mapping between the design space and the attribute
space, because the mapping will be used to induce preferences in the AS from the preferences in the DS.
At concept design stage a metamodel must be used instead of a complicated simulation software
package. A metamodel is defined as “a model of the model” (Kleijnen, 1987); it is constructed by
running the analysis software over a relatively small set of design points by means of Design of
Experiments (DoE). Experimental design is important to increase the efficiency of the design points,
but it is strongly dependent on the structure of the metamodel.
Among the most frequently used experimental design methods (Myers and Montgomery, 2002), the
most attractive two are the Latin Hypercube design and the Resolution III fractional factorial design
(FFD). The advantage of the Latin Hypercube design is that this type of design uses a “space-filling”
strategy which is good to study the overall performance of the response, but has the disadvantage that it
requires a few more design points and it is not the best design for a linear polynomial model.
Alternatively, a Resolution III FFD is the best design for a polynomial model. It only needs a relatively
small number of design points, but it may be outperformed by the Latin Hypercube design because all
the design points are corner points. So, in this paper a Resolution III FFD was the choice in DoE for the
metamodels simulating response functions of selected attributes.

4. Computation of Preferences
The design preferences,  d i (d i ) ‟s, are specified in the DS and can be aggregated into the combined

design preference  d (d ) . In similar way, the performance attributes,  a i (ai ) ‟s, are specified in the

attribute space and can be aggregated into the combined functional requirements  a (a ) . These
214
 combined preferences have to be in the same space in order to aggregate them into the overall
   
preference for a design,  0 (a ) ; usually the mapping from DS to AS. As a  f (d ) is computationally
   
expensive, f (d ) can be replaced by its metamodel f ' ( d ) to reduce the computational cost.
Limits of acceptability for range of variables are familiar to naval architects. Such acceptance ranges
correspond to intervals over which preference is greater than zero. This suggests that rather than
determine the preference d at each value of di , it may be more natural to determine the intervals in di ,
called -cuts, over d which equals or exceeds certain preference values .
 
After obtaining the design preference  d (d ) on X and the attribute preference  a (a ) on Y , a trade-off

aggregation will be used to get  0 , the overall preference. Since d (d ) and  a (a ) are expressed in
different spaces, one of them needs to be mapped into the other space before computing the overall
  
preference for a design,  0 . After formulating the mapping functions from DS to AS, a  f (d ) , the

next step in applying the MoI is to determine the values of d (a ) induced by  d (d ) , e.g. the design
preferences mapped onto the attributes, by using the extension principle (Dong and Wong, 1987):

d ( a ) supp
  d ( d ) | a f ( d )  (4.)

d :a  f ( d )


The overall preference arises from splitting the function P into three operations:

0 P
c  d ,  f 

   
 Pc  Pd d1 ,..., dn , Pf a1 ,..., aq 
 
where Pd combines the designer preferences, Pa combines the functional requirements, and Pc combines
these sub-results. For concept ship design problems, each a will be a function of many x‟s and each
function f will be a hyper-surface as established by the specific metamodel.

Once the imprecision on each design variable  d (d ) is induced onto the attribute space, the induced

preferences are combined with the attribute requirements,  a (a ) , to obtain the overall preference,

 o (a ) . The point with the highest preference corresponds to the performance of the overall most

preferred design. The design problem is to find the corresponding set of design variables d (d * ) that
produce the maximum overall preference  o* . The preferences can be aggregated in the design space
and mapped to the attribute space with any aggregation function.
Otto et al. (1993) proved that the maximum overall preference in the design space is the same as that in
   
the attribute space, max  o (d ) = max  o (a ) , if f and  d (d ) satisfy some continuity conditions. In
 
 
the typical design case, f is not invertible, e.g. the inverse mapping f 1 : Y  X does not exist, but

 o (d ) can still be obtained point by point (Law and Antonsson, 1995).

5. Implementation of the MoI

Finally, the MoI has been implemented by some combining techniques mentioned above. Since a less
'
 
expensive metamodel f l was used to replace the computationally expensive f (d ) , the results of the

215
MoI are the α-cuts Do and Po in the design space and in the attribute space, respectively. The
 
metamodel f l is used to compute  o (d ) and map Do onto the attribute space. The performance of
'

the metamodel will affect the accuracy of the final results.

The implementation of MoI when single-stage metamodels are used, as it is in the case of concept
design, is carried out through the following steps:
1. Identify the design variables d1 ,..., d n  and attribute values a1 ,..., a n  .
  
2. Specify design  d1 (d1 ),...,  d n (d n ) and attribute preferences  a1 (a1 ),...,  aq (aq ) . 
3. Decide the aggregation function for the overall preference.
4. Specify a set of m preference values -cuts  1 ,..., m  , where  k   k 1 , 1  k  m-1.
5. Generate for each design preference function an interval  di,min
k
, di,max
k
 for each k .
6. Define the -cut of the combined design preference as
Ddk  
d  DS | d (d )   k  k
1,..., m (5)
This is calculated as the Cartesian product of the n intervals for design preference functions
k k
Ddk  d1,min , d1,max   ...  d n,min
k
, d n,max
k
 (6)

7. Find the minimum performance aj ,min

k
k
and the maximum performance a j ,max among individual
design preference intervals mapped onto the attribute space with a j  f j (d ) . Then, the -cut of
attribute a is the interval

Adk 
ajmin
k
, ajmax
k
  f (d ) |  (d )   
j d k (7)

8. Map the extreme points in the attribute space onto the design space, and specify the -cut of
d (a) by the minimum performance and the maximum performance.

6. Case Study
The following case study shows how a deterministic design mathematical model can be integrated with
the MoI in a MADM suite. The problem used in the example is the concept design of a fast ro-ro ship.
There are five independent variables to represent the candidate designs (d1 = length, d2 = beam, d3 =
draft, d4 = amidships coefficient, d5 = longitudinal prismatic coefficient, d6 = vertical prismatic
coefficient) and six performance attributes (a1 = service speed, a2 = number of cars, a3 = number of
trailers, a4 = required freight rate, a5 = acquisition cost, a6 = motion sickness incidence). The range
supports with -level cut equal to zero are given in Table 1.

Table 1. Intervals of design variables

Design variable d1 d2 d3 d4 d5 d6
Minimum value 184.00 23.80 6.40 0.900 0.610 0.590
Maximum value 200.00 32.25 7.40 0.950 0.640 0.710

216
About 3,000 feasible designs were generated by an adaptive Monte Carlo method. The membership
grade function given by equation (1) was used to evaluate the satisfaction-to-target achieved for each
attribute. The type of function associated to each attribute is shown in Table 2.

Table 2. Target values and type of membership function for each attribute

Attribute a1 a2 a3 a4 a5 a6
Target 29.5 530 2300 2.10 92.5 10%
Type S -type -type -type Z-type Z-type Z-type

After performing a Pareto-set filtering, the overall preferences for 97 non-dominated designs were
calculated based on the aggregation function (4). Then, the -cuts of the combined design preference
were determined on the basis of the Cartesian product (6) in order to find the -cuts in the attribute
space given by the minimum and maximum performance. The extreme designs of the Pareto-set which
define the -cuts of design variables, are given in Table 3.

Table 3. Variables and overall preference of the extreme designs

Design variable d1 d2 d3 d4 d5 d6 0

des_1 194.02 27.40 7.10 0.930 0.629 0.615 0.785
des_4 200.02 26.17 7.12 0.920 0.638 0.658 0.782
des_18 198.41 26.38 7.20 0.933 0.636 0.623 0.868
des_20 201.37 25.99 7.14 0.901 0.626 0.667 0.710
des_37 198.21 27.24 6.75 0.943 0.636 0.645 0.878
des_74 194.94 26.67 6.86 0.939 0.631 0.637 0.873
des_82 194.63 27.30 7.02 0.945 0.630 0.621 0.843
des_94 193.24 27.52 7.11 0.927 0.639 0.608 0.709

The design with the highest overall performance is des_37 , with 0* = 0.873. To get 0* = 1, it would
be necessary to improve the metamodels‟ accuracy. The point of highest preference is not far from the
point of highest satisfaction achieved with the min operator (1): for the best design it was 0* = 0.756.

0.95 0.95

0.90 0.90
Overall Preference (0)

0.85 0.85

0.80 0.80

0.75 0.75

0.70 0.70

0.65 0.65
192.0 194.0 196.0 198.0 200.0 202.0
LBP
Fig. 1. The -cuts of ship length at given overall preferences

217
 0.95 0.95

0.90 0.90

Overall Preference (0)

0.85 0.85

0.80 0.80

0.75 0.75

0.70 0.70

0.65 0.65
25.8 26.0 26.2 26.4 26.6 26.8 27.0 27.2 27.4 27.6 27.8
B [m]
Fig. 2. The -cuts of ship beam at given overall preferences

0.95 0.95

0.90 0.90
Overall Preference (0)

0.85 0.85

0.80 0.80

0.75 0.75

0.70 0.70

0.65 0.65
0.624 0.626 0.628 0.630 0.632 0.634 0.636 0.638 0.640 0.642
CP
Fig. 3. The -cuts of longitudinal prismatic coefficient at given overall preferences

0.95 0.95

0.90 0.90
Overall Preference (0)

0.85 0.85

0.80 0.80

0.75 0.75

0.70 0.70

0.65 0.65
0.600 0.610 0.620 0.630 0.640 0.650 0.660 0.670 0.680
CVP
Fig. 4. The -cuts of vertical prismatic coefficient at given overall preferences

218
The overall -cuts Do of the most influencing variables (as derived from statistical analysis of
metamodels) were then identified from Figures 1 through 4; they are reported in Table 4.

Table 4. Design variables of the extreme designs at given overall preferences

LBP B CP CVP
Cut level
min max min max min max min max
 = 0.75 193.57 200.59 26.09 27.45 0.6275 0.6381 0.6120 0.6617
 = 0.80 194.18 199.62 26.21 27.37 0.6289 0.6371 0.6165 0.6552
 = 0.85 194.74 198.77 26.33 27.28 0.6304 0.6360 0.6218 0.6486

The fuzzy set design based on the fuzzy -cut technique allows to measure uncertainty related to each
design variable. Here, uncertainty is intended as the ratio of the -level support to the value of the
design variable of the design for which the overall induced preference reached the maximum value; in
the case study, the best possible design is the ship designated by des_37 . The derived uncertainties  of
the main variables for three -cut levels are given in Table 5. It can be seen that the less uncertain
design variable is CP , whereas the most uncertain is CVP which is a hull geometric characteristic
influencing ship vertical motions dramatically. This conclusion is consistent with the large spread of
motion sickness incidence (a6) outcomes in the Pareto-set.

Table 5. Uncertainty for the -cut technique

 LBP B CP CVP
-cut
supp  supp  supp  supp 
 = 0.75 7.020 0.0354 1.360 0.0499 0.0106 0.0128 0.0497 0.0771
 = 0.80 5.440 0.0274 1.160 0.0426 0.0082 0.0107 0.0387 0.0600
 = 0.85 4.030 0.0203 0.950 0.0349 0.0056 0.0088 0.0268 0.0416

It is interesting noticing that the successful fast ro-ro designed and built by Fincantieri shipbuilding
company for Minoan shipping company reaches the overall preferences given in Table 6.

Table 6. Induced preference for the Minoan fast ro-ro/car/pax vessel

Dimension LBP = 194.0 m B = 26.4 m CP = 0.630 CVP = 0.650
 0.782 0.871 0.844 0.843

7. Conclusions
The goal of modern engineering design is to increase the amount of information available to designers
regarding the performance of design alternatives, over that available with conventional design analyses.
The effects will be greater, the earlier the information is made available. The most important and costly
decisions in the design cycle are made in the concept design stage where ship performance is

219
represented imprecisely. Capability to represent and manipulate imprecise descriptions of ship design
there will enable decisions to be made with greater confidence and reduced risk.
To this end, the technique used here is a MoI approach operating on fuzzy representations of design
parameters. Preference functions are used to represent the designers‟ aspiration to arrive at desired
levels of attributes. The class of product of powers for the aggregation of these preferences was utilized
in this paper. The case study demonstrates that it provides the ability to manage uncertainty in selecting
the „best possible‟ design even if ship‟s attribute outcomes are assessed starting from a variety of
imprecise variables. It has been shown that the imprecise result derived through a MADM approach
including the MoI provides more information than conventional single-valued design analysis.

References
Grubišić, I., Žanić, V., Trincas, G. 1990. Concept Design System for Interactive Optimization of Fishing Vessels. Proceedings
of the ICED-90, Dubrovnik, Hubka and Kostelić Editors, Vol. 1, pp. 463-470.
Salzberg, S., Watkins, M. 1990. Managing Information for Concurrent Engineering: Challenges and Barriers. Research in
Engineering Design, Vol. 2, no. 1, pp. 35-52.
Trincas, G., Žanić, V., Grubišić, I. 1994. Comprehensive Concept Design of Fast Ro-Ro Ships by Multiattribute Decision-
Making, Proceedings of the 5th International Marine Design Conference, IMDC'94, Delft, 1994, pp. 321-333.
Zadeh, L.A. 1978. Fuzzy Sets as a Basis for a Theory of Possibility. Fuzzy Sets and Systems, Vol. 1, pp. 3-28.
Shinoda, T., Fukuchi, N. 1991. Establishing the Evaluation and Decision Making Methods for Uncertainty Problem. Journal of
the Society of Naval Architects of Japan, Vol. 169, pp. 149-161.
Nehrling, B.S. 1985. Fuzzy Set Theory and General Arrangement Design. Computer Applications in the Automation of
Shipyard Operations and Ship Design, Banda and Kuo Editors, Elsevier, pp. 319-328.
Žanić, V. Grubišić, I., Trincas, G. 1992. Multiattribute Decision Making System Based on Random Generation of
Nondominated Solutions - Application to Fishing Vessel Design. Proceedings of Practical Design of Ships and Mobile Units,
PRADS‟92, Caldwell and Ward Editors, Elsevier, Vol. 2, pp. 2.1443-2.1460.
Zadeh, L.A. 1965. Fuzzy sets. Information Control, Vol. 8, pp. 338–353.
Otto, K.N., Antonsson, E.K. 1991. Trade-Off Strategies in Engineering Design. Research in Engineering Design, Vol. 3, no. 2,
pp. 87-104.
Kleijnen, J.P.C. 1987. Statistical Tools for Simulation Practitioners, Marcel Dekker, New York.
Myers, R.H., Montgomery, D.C. 2002. Response Surface Methodology, Wiley & Sons, New York.
Dong, W.M., Wong, F.S. 1987. Fuzzy Weighted Averages and Implementation of the Extension Principle. Fuzzy Sets and
Systems, Vol. 21, no. 2, pp. 183-189.
Otto, K.N., Lewis, A.D., Antonsson, E.K. 1993. Approximating -Cuts with the Vertex Method. Fuzzy Sets and Systems, Vol.
55, no. 1, pp. 43-50.
Law, W.S., Antonsson, E.K. 1995: Hierarchical Imprecise Design with Weights. Proceedings of the Fourth IEEE International
Conference on Fuzzy Systems, IEEE, Vol. 1, pp. 383-388.

220
Influence of dedrise angle and interceptors’ shape and position on resistance
reduction

Fabio de Luca, Claudio Pensa

Università degli Studi di Napoli “Federico II”, Italy, fabio.deluca@unina.it, claudio.pensa@unina.it

Abstract
At Dipartimento di Ingegneria Navale (DIN) of the Università degli Studi di Napoli “Federico II”, a
research on interceptors is in advanced status of development. The aims of the study are to achieve a good
understanding of how the interceptors work and quantify the potential effectiveness of the device.
In this work results of tests on a warped and three prismatic hulls 2.8 m long are shown. The study have
analyzed the effect Centre of Gravity position, displacement, dedrise angle and interceptor dimension on
the effectiveness of the device.
The unconventional Double Interceptor System has been tested with three different configurations and the
high potentiality of this device has been confirmed.
Finally first evaluation of the effectiveness of the interceptor, on displacement Fn range, has been
analyzed to evaluate the opportunity to develop a research in this field.

Keywords: Naval Architecture, Interceptor, Resistance, Trim controller, High lift device.

1.Experimental program
This paper shows experimental data obtained on two interceptor's configurations: the conventional
solution and a not conventional one, named Double Interceptor System (DIS).
In the first part of the work the influence of CG position, dedrise angle  and interceptor dimension have
been investigated on prismatic models, with  = 10, 20 and 30 deg, in Fn range 0.57 ÷ 1.25. The influence
of displacement variation and warped hull form have been investigated on a single model (C 954).
In the second part of the work three configurations of DIS have been tested to set solutions able to reach
higher lift and performances.
According to the last years tendency, at the DIN, an evaluation of the interceptor behaviour, in
displacement Froude number range, is in a first stage of development. With this aim data available the
DIN database have been analyzed. The first data shown highlight the potentiality of these devices.
The next figure and tables show model geometry, main data and interceptor dimension tested.
All experimental test have been performed at Rn > 5.8106.

221
 (a) warped hull (b) prismatic hull 20 deg
Fig. 1. Tested models.

Table 1. Hull data

(a) warped hull (b) prismatic hull
LWL 2.404 m  (deg) 10 20 30
BWL 0.729 m LWL (m) 2.375 2.387 2.385
 121.0 kg
BWL (m) 0.600 0.600 0.600
LCG/LWL 0.40
AT/AX 0.96 L/B 3.958 3.978 3.975
CP 0.72  (kg) 102.8 102.8 102.8
T 13.2 deg LCG/LWL 0.45 0.45 0.45
0.5 23.3 deg s (deg) 0.0 0.0 0.0
0.7 32.9 deg
AT/AX 1.0 1.0 1.0
iE 32.0 deg
Table 2. Interceptors dimensions tested
(a) warped hull (b) prismatic hulls
i (mm) i/LWL i or y (mm) i/LWL or y/LWL
0 0.0 0.0 0 0.0 0.0
a 1.0 0.4  10-3 1 1.0 0.4  10-3
b 2.0 0.8  10-3 2 2.0 0.8  10-3
c 2.5 1.0  10-3 3 3.0 1.3  10-3
d 3.5 1.5  10-3 4 4.0 1.7  10-3
e 4.2 1.8  10-3 5 5.0 2.1  10-3

2. Results
The next data show the behaviour of the conventional interceptors fixed under the transom. These results
could be considered the basics in the study of interceptor effectiveness. As said above, data are related to
prismatic and warped hulls in terms of RT/
Moreover have been shown data on behaviour of the interceptors tested with a constrained model. These
tests highlight the role of high lift effect on the system.
The second part of the section gives data on the effectiveness of the unconventional configuration in terms
of RTi /RT.
The effectiveness of this configuration has been compared with the conventional one and the bare hull
performances by a stricter analysis fully explained

222
2.1. Conventional Interceptors
Figures from 2 to 5, referred to the 20 deg prismatic hull, highlight the dependence of the interceptors'
behaviour on CG position. Figure 2, 6 and 7 compare performances of the same interceptors varying
dedrise angle.
The evaluations have been shown both by RTi/ and RTi/RT ratios to underline the performances in
absolute and relative terms.

0.20 0.20  = 20 deg

RTi/  = 20 deg RTi / LCG/LWL = 0.368
LCG/LWL = 0.332
0.19 0.19

0.18 0.18

0.17 0.17

0.16 0.16

0.15 0.15

0.14 0.14
i=1 i=2
i=1 i=2
0.13 0.13
i=4 i=5 i=3 i=4
0.12 0.12
i=0 i=5 i=0
0.11 0.11
0.5 0.7 0.9 1.1 Fn 1.3 0.5 0.7 0.9 1.1 Fn 1.3

Fig. 2. 20 deg prismatic hull Fig. 3. 20 deg prismatic hull

1.00  = 20 deg 1.15  = 20 deg

RTi/RT LCG/LWL = 0.332 Rti /RT LCG/LWL = 0.368
0.95 1.10
i=1 i=2
0.90 1.05
i=3 i=4
0.85 1.00 i=5

0.80 0.95

0.75 i=1 i=2 0.90

0.70 0.85
i=3 i=5 Fn Fn
0.65 0.80
0.5 0.7 0.9 1.1 1.3 0.5 0.7 0.9 1.1 1.3

Fig. 4. 20 deg prismatic hull Fig. 5. 20 deg prismatic hull

0.22 0.20
 = 30 deg LCG/LWL = 0.332
LCG/LWL = 0.332 RTi/
0.19  = 10 deg
RT/
0.20
0.18
0.18
0.17 i=4 i=2

0.16 i=3 i=5

0.16
i=0
0.15
0.14
i=4 i=2
0.14
0.12 i=3 i=5
0.13
i=0 Fn Fn
0.10 0.12
0.5 0.7 0.9 1.1 1.3 0.5 0.7 0.9 1.1 1.3

Fig. 6. 30 deg prismatic hull Fig. 7. 10 deg prismatic hull

223
With the C 954 model the effect of displacement and warped hull form have been investigated.
Performances are exposed in terms of RTi /, in function of Fn,  and i.

0.18 0.18

0.17
RTi / i=0 0.17
RTi / i=a
0.16 0.16

0.15 0.15

0.14 0.14

0.13 0.13

0.12 0.12
140.0 kg 140.0 kg
0.11 0.11 133.5 kg
133.5 kg
0.10 0.10 121.0 kg
121.0 kg
0.09 103.5 kg 0.09
Fn Fn
0.08 0.08
0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2

Fig. 8. C 954 warped hull Fig. 9. C 954 warped hull

0.18 0.18

0.17
RTi / i=b 0.17
RTi / i=c
0.16 0.16

0.15 0.15

0.14 0.14

0.13 0.13

0.12 0.12
140.0 kg 140.0 kg
0.11 0.11
133.5 kg 133.5 kg
0.10 121.0 kg 0.10 121.0 kg
0.09 103.5 kg 0.09 103.5 kg
Fn Fn
0.08 0.08
0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2

Fig. 10. C 954 warped hull Fig. 11. C 954 warped hull

0.18 0.18

0.17
RTi / i=d 0.17
RTi / i=e
0.16 0.16

0.15 0.15

0.14 0.14

0.13 0.13

0.12 0.12
133.5 kg 133.5 kg
0.11 0.11
121.0 kg 121.0 kg
0.10 0.10

0.09
103.5 kg 0.09
103.5 kg
Fn Fn
0.08 0.08
0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2

Fig. 12. C 954 warped hull Fig. 13. C 954 warped hull

224
 i=a i=b i=c i=d i=e i=0
7.0  = 20 deg
 (deg) LCG/LWL = 0.368
6
 (deg) 6.0
 = 121.0 kg
5
5.0
4
4.0
3

3.0
2
i=0 i=1

1 2.0 i=2 i=3

Fn i=4 i=5 Fn
0 1.0
0.45 0.50 0.55 0.60 0.65 0.70 0.75 0.80 0.85 0.90 0.95 1.00 0.5 0.7 0.9 1.1 1.3

Fig. 14. C 954 warped hull Fig. 15. 20 deg prismatic hull

The previous figures highlight that:

 the best performances are in a range of speed Fn = 0.8÷1.0;
 the resistance reductions are inversely proportional to the dedrise angle; this is probably related to a
greater transversal flow at a greater  that is associated to a lower effectiveness of the bottom in
pressure keeping;
 the performances, of all the models, at highest speeds, underline extreme trim corrections; coherently,
the interceptor's dimensions have to be smaller for higher speeds, as shown in figure 14 and 15.
 The effectiveness of the interceptors are comparable in the prismatic and warped models.

2.1.1. Constrained tests

To estimate the influence of  on high lift effects, the three prismatic models have been tested at Fn = 0.87
maintaining constant value of dynamic trim. In particular for each model it has been chosen the trim
related to the best interceptor's performance (= 3.75, 3.49, 3.41 deg respectively for  = 10, 20, 30 deg );
because of the similar values of  a direct comparison is significant.
In diagram the resistances, expressed as fraction of bare hull performances, and the rising of the fixed
point H, located at 1.02 m from transom, are shown.

225
 40 1.00
RTi /RT
35 G 0.98

30 0.96

25 0.94

20 0.92

15 0.90

10 0.88

5 0.86
i/LWL
0 0.84
0.0E+00 5.0E-04 1.0E-03 1.5E-03 2.0E-03 2.5E-03
H elevation 20 DEG H elevation 10 DEG H elevation 30 DEG
Resistance ratio20 DEG Resistance ratio 10 DEG Resistance ratio 30 DEG

Fig. 16. Rising of H and resistance ratio at Fn = 0.87 in fixed trim condition

From the figure 16 is possible to observe the strong rising of the hull and the resistance reduction,
proportional to the device dimension. These are strictly dependent on the high lift effect. It is important to
observe that at a constant trim angle the increase of lift implies an increase of induced resistant (lift × tg).
In the same time, the strong reduction of total resistance and the observed similar wetted area, imply a
significant reduction of wave pattern resistance RW. So, it is inferable that the component of pressure
resistance distinct from the induced resistance is strongly lower.
A second procedure of constrained tests has been performed, varying the interceptors’ dimension, at
constant value of trim (like above) and with the same position of centre of gravity. In other words, the
model has been tested in a constrained dynamic position.
The tests have been carried out on 30 deg model at Fn = 0.87. Next table and figure show, respectively,
the device dimensions with the related performances and the vector related to the data shown in the table.
In the figure 17, the blue and red colours are referred to i = 5 and i = 0 interceptors respectively. The
green vector represents the force to be applied to simulate the interceptor’s action.

Table 3. Interceptors dimensions tested

RTM G din LCG/LWL Vert. force

i (N) (mm) (deg) variation
5 133.0 25.8 3.41 0.332 0%
3 117.7 25.8 3.41 0.363 12%
0 108.2 25.8 3.41 0.396 25%

Fig. 17. Forces acting with fifferent interceptors

The relatively forward position of the green vector highlights the great dimension of the high lift area and
confirm the significant role of the interceptors as high lift devices.
Finally, the greatness of the vertical force variation shown in table 3 (25 %) underlines the increase of the
induced resistance above discussed.

226
2.2. Double Inceptor System
According to the interceptor as high lift device, to magnify the lift, two interceptors have been placed
under the bottom of the same  20 deg model with LCG/LWL= 0.332.

Figure 18. Double interceptor arrangement

The configurations tested are: i = 3 - y = 3; i = 5 - y = 3; i = 5 - y = 5. The astern interceptor is typically

fixed under the transom, the second one has been located at 0.524 LWL from the stern. Both the devices are
placed in transversal planes. Next figures show the performances of the new interceptors solution
expressed in terms of resistance ratio and dynamic trim.

i=1 i=2 i=3 LCG/LWL = i=0 i=1 i=2 i=3

LCG/LWL = 0.332 i=5 i=5y=5 i=3y=3
i=5y=3 0.332
1.00 i=5 i=5y=5 i=3y=3 i=5y=3
RTi/RT 9.0

0.95 8.0
(deg)
7.0
0.90
6.0

0.85 5.0

4.0
0.80
3.0

0.75 2.0
Fn
Fn 1.0
0.70 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3
0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3

(a) Resistance ratio (b) Dynamic trim

Fig. 19. Double interceptor behaviour.

In the same figures are reported the curves related to the conventional devices (before presented in figure
4) to underline the different behaviour.
The effectiveness of double configuration results extremely good at highest speeds. It reaches more than
25% of resistance reduction at Fn = 1.10 and 20% at Fn = 1.25.
The curves of the three solutions tested highlight the good potentiality due to the degrees of freedom
disposable. In particular, managing dimensions and position of the two devices it is possible to optimize
the equilibrium between high lift and trim correction with respect to hull form and speed.

227
At the moment only transversal plane devices have been tested but is noticeable that another available
degree of freedom is the incidence angle of the flow on the forward interceptor surface. In particular, it is
supposable that maximising the incidence angle of the flow it is possible to increase the high lift effects.

2.2.1. Double Inceptor System: a severe comparison

To avoid the wetted bow effects that make the performances worse at high speed (and very low trim), all the
models have been tested down by the stern. As a consequence, the results expressed as resistance fraction of
bare hull data, are effected by the not excellent resistance due to the small LCG/LWL of the bare hull.
In order to avoid overestimating the virtues of the tested arrangements, the next figures are proposed.
Referred to the bare hull the figure 20 (a) shows the resistances of the 20 deg model, tested with CG
positions above specify, as fraction of the resistance of the same model sailing with the best position of CG
for every single speed. The figure 20 (b) shows the comparison of conventional and unconventional
configurations performances indicated as fraction of bare hull resistance at best trim.

i=1 i=2 i=3

1.40 LCG/LWL = 0.332 i=5 i=5y=5 i=3y=3
RT/RT at best i=5y=3
trim 1.20
RTi/RT
1.30 Lcg/Lwl=0.368 1.15

Lcg/Lwl = 0.332 1.10

1.20
1.05

1.00
1.10
0.95

1.00 0.90

Fn 0.85
0.90
0.80
1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 Fn 1.3

(a) Bare hull: resistance fraction (b) Strictly comparison of performace

Fig. 20. Double interceptor behaviour.

It is important to clarify that in the figure RTi data are related to RT best-trim that is not resistance of a real
hull but is the performance of the ideal hull that adapts the CG to the speed. Obviously, this way to
evaluate the effectiveness is strongly precautionary.

3. Displacement Hulls
On displacement hulls, due to hull geometry, lower speed and length displacement ratio, the actions of the
high lift devices are usually not significant. Nevertheless the interceptors are, nowadays, often installed on
these ships. To evaluate the effectiveness of these devices in this field, at the DIN a towing tank tests
program is in the first early stage.

228
In particular, three typical luxury yacht models, whose geometrical coefficients and ratios are shown in the
next table, have been tested in a realistic speed range.

Table 4. Displacement model hull data

C 1102/3 C 1103 M 8603 C 1102/3 C 1103 M 8603
L/B 4.23 4.12 4.43 CB 0.43 0.53 0.45
L/1/3 5.72 5.28 5.45 B/T 3.54 3.44 3.74
CP 0.64 0.64 0.62 Forward bulb yes yes yes

The next figures show the good effectiveness of the interceptors also if strictly evaluated as trim
controller. Obviously these data have to be compared with the performances of other trim controllers
without high lift effects. A consistent and reliable benchmark is available in (Karafiath et al., 1999).

1.10 1.10 1.10

1/3 1/3
RTi /RT L/ = 5.28 RTi /RT L/ = 5.45 RTi /RT L/1/3 = 5.72
1.05 1.05 1.05

1.00 1.00 1.00

Fn = 0.32 Fn = 0.34
0.95 0.95 0.95
Fn = 0.37 Fn = 0.40
Fn = 0.43 Fn = 0.46
0.90 0.90 0.90
Fn = 0.30 Fn = 0.48 Fn = 0.52
0.85 Fn = 0.41 0.85 0.85
Fn = 0.47 i /LWL i /LWL i /LWL
0.80 0.80 0.80
0.0E+00 1.0E-03 2.0E-03 3.0E-03 0.0E+00 1.0E-03 2.0E-03 3.0E-03 0.0E+00 1.0E-03 2.0E-03 3.0E-03

Fig. 21. Interceptors' effectiveness on displacement models

Fig. 22. Effectiveness of different (from interceptors) trim controllers (Karafiath et Alii 1999)

Comparing the data, at the same Fn range, it is possible to see that the interceptors work significantly
better than wedges or flaps at Fn > 0.4 .

229
Conclusions
The paper summarizes the results of an extensive research that has highlighted the good effectiveness of
interceptors as trim controller and high lift device. Moreover it has been evaluated the potentialities of the
Double Interceptor System observing that the solution tested determines the best overall performance
among the data obtained.
Finally, first evaluations on interceptor's effectiveness in displacement hull field have been shown and has
been highlighted the good performance of the device.
The research will be developed to clarify the physical model of unconventional configurations and to
study in depth the performances of interceptors fixed on displacement hull

References.
De Luca, F., Pensa, C., (2011) Experimental Data on Interceptors’ Effectiveness, 9 th High Speed Marine Vehicles,
May 2011 Naples, Italy
Karafiath, G., Cusanelli, D., Wen Lin, C., (1999) Stern Wedges and Stern Flaps for Improved Powering - U.S. Navy
Experie nce, The Society of Naval Architects and Marine Engineers 1999 Annual Meeting

Nomenclature.
 Dedrise angle
 Dynamic trim
y Dimension of the forward interceptor
i Dimension of the stern interceptor
CG Centre of gravity
LCG Distance of Centre of Gravity from the transom
RT Total resistance of the bare model
RTi Total resistance of the model with interceptor

230
Influence of Ship’s Hull Damage on Stability Parameters and Compartments
Flooding Time

Waldemar Mironiuk, Capt. Phd, Naval Academy, Poland,w.mironiuk@amw.gdynia.pl

Abstract
Research on damage stability and survivability is a valuable source of knowledge of behaving a ship while
flooding its compartments. In the paper, a short description of accidents and damages of Polish warships
taking place in 1985-2004 is presented. The time when compartments are flooded (tf) and stability
parameters are one of the key elements which have influence on a rescue action. The knowledge of the
time mentioned and a metacentric height (GM) are very important for a commanding officer making
decisions while damage of the ship. To provide the information about the time tf a new method was
designed. The method was tested experimentally and results of the tests are presented in the paper. In the
experiments, the flooding process of compartments in a ship of the type 888 was simulated. The next part
of research was carried out on the laboratory, where the flooding time of damaged compartment of
warship model was measured. The results of the experiments can be a base to define general rules to make
proper decisions during the process of damage control.

Keywords: Naval, Ship stability, Survivability, Flooding time.

1. Introduction
Even highly organized fleets struggle with accidents and technical breakdowns which cannot be
completely eliminated. The breakdowns can be classified based on their causes. The basic causes of the
breakdowns are: warfare, defects of materials and defects within the production process, constructional
defects, technological defects in the process of renovation, material’s wear and tear, not meeting the
requirements in operating and servicing an equipment, not taking security measures while storing
dangerous cargoes, e.g. explosive materials, petroleum products and other chemical components of serious
fire hazard, environmental hazards.
A partial or total loss in functionality of mechanisms and installations can occur both during warfare and
during daily operating a ship.
Failures caused by navigational errors or wrong maneuvering represent a group of ship accidents and
breakdowns which can lead to dangerous loss of buoyancy of a ship due to flooding its compartments.

231
The statistical data prepared by the Polish Navy Commission of Warship Accidents and Breakdowns
reveal 156 warship accidents and breakdowns between 1985 and 2004. The data mentioned are presented
in Figure 1. (Korczewski & Wróbel, 2005).

14

12
13

10

6
6
4
5

0
years
1985 - 1990 1991 - 1998 1999 - 2004

Figure 1. The overall graph of accidents and breakdowns between 1985- 2004

In a situation of a breakdown crew activities deciding about ability of a warship to fight should be
directed to take a proper actions during the process of damage control and to protect stability and
maneuverability of the ship.
Exercises within the boundaries of the process of damage control, apart from construction solutions,
increase the safety of both the ship and the crew. Training is carried out in well prepared training centers
which are situated in the United Kingdom, Germany, Netherlands and Pakistan. The centers are equipped
with ship models designed for simulating failure states which most frequently occur while operating a
ship. The same models were also used in the experiments reported in the paper. One of the goals of the
experiments mentioned was to determine the following parameters: tf and GM for the ship type 888. This
warship is used for training of Polish seafarers taking part in numerous international cruises. Main
dimensions of the ship are: length L-72 m, breadth B-12 m, draught T-4,2 m and displacement 1750 t.
Photo of the ship is shown in Figure 2.

Figure 2.Ship type 888

Presently, only simplified methods to calculate the parameters above mentioned exist. The method
presented in the paper has a distinctive difference compared to the existing, similar methods discussed in

232
some publications. The worked out method considers the permeability value dependent on the water level
inside the damaged compartment. Due to this, we can estimate more accurately the quantity of water in the
compartment and finally more accurately the flooding time of the damaged compartment. The aim of
presented method is to provide experimental validation.
The information about tf and stability parameters is very important for a commanding officer. It enables
him to make a proper decision during the process of damage control. The officer, based on the information
should determine the point in time, when further fighting for survivability is senseless and when all effort
should be directed to save the crew and documents (Miller, 1994).

2. Calculating the time of flooding ship’s compartment

When calculating tf, first, the velocity of water running through the damaged hull has to be determined.
The water flowing through a hole can be compared to liquid flowing from a tank of a surface A. The water
velocity can be obtained from the following formula:
2 g hz (1)
vw 2
A0
1
A

Where: Ao =cross section of a hole; A = horizontal cross section of a tank; g = acceleration due to gravity,
and hz = height of a liquid inside the tank.

Because the surface of a hole is much smaller than the sea surface, the water velocity can be obtained
according to Torricelli’s formula:
vw 2 g h (2)

Where: h= depth of the hole.

For the real liquid the formula (2) can be presented as follows:

vw 2 g h (3)

where 0,97 0,98 - the velocity coefficient dependent on the kind of liquid.
The equation (3) is applied when the water surface inside a hull is below a lower edge of a hole, i.e. for a
constant pressure of the water. When the water pressure is variable (the water surface inside a hull is
above an edge of a hole and still grows up) the velocity of the water flowing into the compartment can be
obtained according to the formula:

(4)

233
Where: h0= height of liquid inside a tank above an edge of a hole.

The hole in the body can have a different shape and dimension dependent on the reason of damage. The
shape of the hole influences on the volumetric flow rate Q of the water flowing to the compartment. The
parameter Q depends on , which in turn is a product of coefficient and narrowing coefficient

0,61 0,64 . Therefore, the volumetric flow rate of water Q flooded to the interior compartment can
be obtained from the formula:

Q A0 2 g h (5)

When the pressure of the water is variable the volumetric flow rate of water Q inside the compartment is
calculated from the formula:

(6)

a) b)
Figure 3. Compartment being flooded: a) with constant water pressure, b) with variable water pressure.

The time tf is as follows:

V
tf (7)
Q

where: V= the volume of the water inside a compartment (in the final hydrostatic equilibrium phase).

3. Calculating the volume of damaged compartments

The calculation of tf was conducted for a damaged engine room of the ship type 888. A computer program
was implemented to enable the calculations above. The program makes it possible to fix basic and
necessary parameters to make a correct evaluation of the state of a ship. In turn, the information about the
parameters mentioned above makes it possible to take proper decisions during the process of the damage
control.

234
3.1. The permeability calculation

The volume of the empty compartment was calculated with the aid of the computer program. The real
quantity of the water, flooding the compartment, is less than the theoretical volume of the compartment
due to the volume of all mechanisms and devices inside the compartment. Usually, to calculate a real
quantity of the water, the permeability of flooding compartment μ is used. Permeability is used in ship
survivability and damaged stability calculations. In this case, the permeability of a space is a coefficient
from 0 to 1. The permeability of a space is the percentage of volume of the space which may be occupied
by seawater if the space is flooded. The remaining volume (not filled with seawater) being occupied by
machinery, cargo, accommodation spaces, etc. The value of permeability for compartment is calculated by
the formula:
v
μ (9)
vt

where: v t = theoretical compartment volume; v - real quantity of the water inside the compartment.

The numerical value of the permeability depends on both, the type and the destination of damaged
compartment. The permeability of the compartment μ, which is indicated in the SOLAS Convention, is
usually used to calculate the real volume of the compartment. Typical values from the SOLAS Convention
are:
• 0.95 for voids (empty spaces), tanks, and living spaces;
• 0.85 for machinery spaces;
• 0.60 for spaces allocated to stores.
This implies that for damaged stability calculation purposes, machinery spaces are only 15% full with
machinery by volume (100% - 85% = 15%).
In preliminary research presented in the paper, permeability of the engine room was estimated. Its value
depends on the height of the water inside the compartment. The graph of the permeability is shown in
Figure 4 (Kowalke 2006).

235
 7

Height of the compartment

6

z [m]
4

0
0,7 0,75 0,8 0,85 0,9 0,95 1

The permeability μv

Figure 4. Graph of the engine room permeability μv

The average value of the permeability for chosen compartments, obtained as a result of experiments, is
comparable with the value of the SOLAS Convention and equals 0,84.

3.3. The model of simulation for damaged compartment

The simulation model of the engine room, equipped with all main mechanisms and devices, was made in
the next part of the research. The view of the compartments being flooded is shown in Figure 5 (Kowalke
2006).

Figure 5. Engine room compartments being flooded

236
4. The analysis of the influence of damage parameters

The experimental research on tf for engine room ship type 888 was carried out for different parameters of
damages. In the research, the place and the dimensions of damage were taken into consideration.
During the numerical simulation tf of damaged compartment, the variability of Q during the flooding
process was taken into account. This parameter depends on both the depth of the hole and water level
inside the compartment, as shown in Fig.3. Assuming, that the flooding process is a hydrostatic, the
movement of the vessel was not taken into consideration and the ship is without a heel and trim. Only the
draft of the ship caused by the adoption of water to the damaged compartment was taken into account.
In the first stage of the research, tf for the engine room was estimated. The calculations of tf were made for
the following example conditions: ship’s draught T=4m, the dimension of damages R=0,03 m, R=0,05 m,
R=0,1 m and R=0,2 m (R denotes radius). The holes were placed from 0,1m to 3,0 m below the surface of
the sea. The results of the research are shown in Figure 6.

2000
1800
1600
1400
1200
Flooding time t [min]

1000
800
600
400
200
0
0.0 1.0 2.0 3.0 4.0
Depth of the hole h [m]]

R=0,03 m R=0,05 m R=0,1 m R=0,2 m

Figure 6. Flooding time tf for the engine room

Figure 6 presents that tf for the compartment with dimension of damage R=0,2m, placed 3 m below the
surface of the sea, equals 3,4 minutes. This time is too short to seal the damage. Consequently, further
activities of crew should be directed to protect spreading the water covering interior of the ship and to
strengthen the construction of the watertight bulkhead.

237
5. The preliminary research on the flooding time on the laboratory
The flooding time calculation of damaged compartment, according to the method described in the paper, is
verified on the laboratory. Thanks to a suitable construction and new concepts applied for the station,
research on the ship reaction and position in the failure situations is possible. The main object of the
laboratory is ship’s model type 888. The hull of model was made in accordance with the body plan. The
elements of the superstructure and the ship equipment were simplified in the model but the appropriate
scale 1:50 was kept. Main dimensions of the model are: length L-1,5 m breadth B-0,25 m and
draught T-0,08 m. This model is set up with specialized devices used for measurement of the position and
for the analysis of the ship reaction during simulated damages. The shape of the model is shown in Fig.7
(Mironiuk 2006). A research on the survivability of the ship model after damage one or more
compartments will enable us to assess the flooding time of the model compartments and even whole
model as well.

Figure 7. The laboratory

The engine room compartment was chosen to simulate. The damage compartment simulation can be done
by opening the suitable valve situated inside the model. The scheme of the ship’s model with a damaged
compartment is shown in the computer window and presented in the Figure 8 (Mironiuk 2006).

Figure 8. The scheme of ship’s model with a partially flooded compartment

238
Within the framework of model research, the time of flooding the engine room of 888 type of vessel was
determined. The research consisted in determination of time that will have passed from opening of the
valve, making it possible to flood the compartment, until the outboard water level leveled with the liquid
level in the compartment. The research was carried out using a sensor of water level in the compartment
(pressure sensor) and a stopwatch. During the measurement two parameters were registered, i.e.:
- level of liquid in the compartment,
- flooding time.

Analysis of the performed measurement showed that level of the liquid in the compartment was
approaching to 0,08 (m) of the liquid column and fixed itself after approximately 33 (min). Knowing the
scale of the model the real object’s compartment flooding time assumed 2h45’. The flooding time
obtained from the calculations was 1h59’. The compartment flooding time calculations were carried out
for the leakage radius r=0,08 (m). What was observed as a result of the research was a difference in the
compartment flooding time at the level of 30%. The difference can be affected by, for example: 1:50
scaled hole which is extremely small so scale effects could be expected in flooding process and imprecise
physical model of the engine room. The computer model of engine room, which is used for flooding time
calculation, is more accurate than physical model. Due to this, the permeability of damaged compartment
of physical model has a value different from the permeability used by the computer program. Finally, the
result of flooding time obtained from calculation is different from research on the physical model.
Presented results are obtained on the basis of experimental preliminary research. The determined effect of
scale on the quality of the obtained results will be carried out in subsequent studies.

6. The metacentric height calculation

The next part of the research was devoted to estimate a metacentric height while flooding a damaged
compartment. To calculate this parameter the added mass method was used. The result of calculations is
shown in Figure 9.

To calculate the metacentric height the free surface effect was taken into consideration. Figure 9 implies
that in the early stage of flooding the compartment, the metacentric height GupMu, is less than GM. In the
later stages, GupMu increases and improves stability of a ship. This situation takes place due to adding a
mass in the lower part of the ship.

239
 2,5

GuMu GupMu GM

GuMu, GupMu, GM [m]

2

1,5

0,5
[m]

0
0 0,5 1 1,5 2 2,5 3 3,5 4

The level of the water inside the compartment z w [m]

Figure 9. Metacentric height

GM- initial metacentric height (before damage);
GuMu- metacentric height while flooding engine room;
GupMu- metacentric height while flooding engine room with free surface.

7. Conclusions
The knowledge of the time tf and metacentric height allows a commanding officer to make decisions while
fighting for survivability of the ship.
The method of determining the permeability presented in the paper enables us to make calculating the
time tf more accurate.
The modified method can be used to calculate the time tf for ship type 888 with different types of hull
damages. The method can be adopted for some other type of warships.

References
Derett. D. R. 2003. Ship stability for Masters and Mates. BH. Oxford.
Jakus, B., Korczewski, Z., Mironiuk, W., Szyszka, J., and Wróbel, R. 2001. Obrona przeciwawaryjna okrętu. Naval
Academ:, Gdynia.
Korczewski, Z., Pawlędzio, A.and Wróbel, R. 2005. Analiza ilościowa wypadków i awarii na okrętach Marynarki
Wojennej RP w latach 1985-2004. Przegląd Morski nr. Gdynia.
Kowalke, O. 2006. Komputerowa symulacja zatapiania przedziału siłowni okrętu typu 888. AMW: Gdynia.
Miller, D. 1994. Damage control - an insurance policy. International Defence Review nr 5.
Mironiuk, W., Pawlędzio, A., and Wróbel, R. 2004. Trenażer do walki z wodą. Gdynia, pp 14-30.
Mironiuk, W. 2006. Preliminary research on stability of warship models. STAB’2006: Rio de Janeiro, pp 345-352.
Pawłowski, M. 2004. Subdivision and damage stability of ships. Gdańsk.

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
              

           
                
                  

                
              
                  




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
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
               



    


    
   
    

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              


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
            
          


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

 
 




 









 
 
 
 


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
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 

 
     
     
 

 

 


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    

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     
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               

              

 

                
              

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
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
             
            

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
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             
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              


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                





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
              

 
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


  
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



          

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             




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 


 



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

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

             

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


           

            

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

                 


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
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               
                  



              


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                

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               



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             
   
                 



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
                

                 

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



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               

              
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


               

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
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




               



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   

                 

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
                   




                



               
                  
           


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               
               

 
               
                
               


               

             

                

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


  
   
   
   
   
   
   

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


                 


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


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

             
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                 

         
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
   
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
             

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

    




         

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
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

             

           
             

                




                 
           
 

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          

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
                


               

                
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                  
             
              
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
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
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
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 
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 


 
 








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              
               



               



             
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
             
           
            
            

                

              
                
             

             
                

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


              

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
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   

   

   

 








 


 

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
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
 
 
 
 
 

 
 
 

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              

             
            
                  


              
 
            

                 



               


            

   

                    
              

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
 
               


               
              
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                 
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
             




               



               
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
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

              


              



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


             


              





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                
               


            

 
           

 
 
 
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


               
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SDV – Swimmer Delivery Vehicle

Anke Wilhelm*, Hendrik Goesmann**

*
Bundeswehr Technical Centre for Ships and Naval Weapons, Naval Technology and Research (WTD
71), Eckernförde, Germany, ankewilhelm@bwb.org
**
GABLER Maschinenbau GmbH, Lübeck, Germany, hendrik.goesmann@gabler-luebeck.de

Abstract
Today, divers have to carry out a wide variety of tasks and operations, running from civilian control
duties via police/security tasks up to military/naval engagements. In many cases, the area of operations
is located several miles away from their starting point, they have to take a certain amount of
equipment with them and they need to manoeuvre in shallow waters and confined areas.
This newly developed SDV enables divers to cover long distances at notably short transit times. The
vessel provides enough space for two divers together with equipment inside an encapsulated hull,
preventing them from cooling out and conserving their physical strengths for their proper mission. The
SDV can be deployed from any platform, such as trucks, helicopters, naval surface vessels and even
submarines, as it is feasible to stow these SDVs in a very compact manner due to a highly
sophisticated telescopic / folding mechanism.
This contribution describes in detail the cooperation between the German Navy’s Technical Centre
(WTD 71) and GABLER Maschinenbau GmbH to realize this promising concept.

Keywords: Swimmer delivery vehicle, submarine, diver transportation

1. Introduction
In order to cover the distance to their area of operations, traditionally divers had to rely on their own
strength and endurance. Standard procedure was for the diver to make his transit under his own power,
swimming under water with the aid of fins.
There have been repeated attempts to develop suitable propulsion equipment to assist divers, so that
the distance they can reasonably cover could be considerably increased. For example, at the end of the
last millennium the German Navy had a so-called “Schwimmhilfe für Kampfschwimmer”, a
propulsion aid for naval divers, which was able to transport two divers over a distance of up to 15 km
at a constant speed of 3 knots. The equipment featured excellent handling characteristics, weighed
about 470 kg and was built of modular units. This modular set-up enabled the individual components
to be transported to the area of operations. (Fig.1)
The battery system at the time used silver-zinc technology and placed high demands on preparatory
work to make the system operable (charging procedure).

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The total overall weight, large dimensions and logistic back-up required to power up the energy
storage system meant that the equipment no longer met the operational and tactical demands of
modern Special Forces.
New battery technologies and the use of innovative materials offered the basis for developing a
revolutionary new diver propulsion system with much improved performance parameters.
The German Ministry of Defence therefore instructed the Bundeswehr Technical Centre for Ships and
Naval Weapons, Naval Technology and Research (WTD 71), Section 450 “Diving Engineering” to
establish the requirements for a new diver propulsion vehicle, in cooperation with the future users,
German Naval Special Operations Forces, and to begin a research and technology project.
The research and technology project “diver propulsion vehicle” began in 2007.

Fig. 1. SDV in operation

2. Specifications for a new submarine suitable diver propulsion vehicle

Together with the future users, the requirements of a new diver propulsion vehicle were defined. For
this purpose, experience gained in earlier operations with diver propulsion systems was evaluated.
This resulted in a call for very robust, easy-to-handle equipment. The equipment must have a long
range and suitable potential for speed. Special emphasis is placed on the need for the vehicle to be
portable and for minimum user training to be necessary. The crucial demand is for the vehicle to be
transportable in a submarine torpedo tube.
The concept of a new submarine suitable diver propulsion vehicle takes up on the idea of a largely
hydrodynamic body, which offers minimum water resistance and therefore has reduced power

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requirements. An additional advantage with this proposal is that the divers are not exposed to water
flow, which reduces their body cooling and conserves their energy.
The safety of the divers is of primary importance.
The vehicle is destined for use by two divers together (a squad).
The divers need to have visual contact with each other and to be able to abandon the vehicle at any
time.
The system engineering is to be basically simple. For this reason, there is no integrated breathing air
supply system. The divers use their standard diving equipment. In this particular case the re-breather
system LAR V or its follower, LAR V advanced is used.
As four divers can be released simultaneously from one torpedo tube, the propulsion vehicle should be
designed in such a way that two such vehicles can be stowed and transported in one tube.
The acoustic signature of the new diver propulsion vehicle should not exceed that of a submarine.
The equipment should be low on maintenance requirements and two people should be able to carry it.
For special operations, cargo transport volume of up to 300 litres should be available for additional
equipment.
The minimum requirements with regard to the navigation system are the standard diving board with
compass, depth sounder and diver’s watch, as used by navy divers. Market research is necessary to
establish suitable optional navigation and communication systems.
The equipment has to be fully operational within a short time (max. 10 minutes).
The widely varying salinity and temperature characteristics found in waters all over the world mean
that the vehicle must have trim adjustment capabilities.

3. Project stages
On the basis of the requirements established by the future users, the WTD 71 project team drew up a
set of technical specifications.
These specifications served as the point of departure for world-wide market research which showed
that none of the vehicles available on the market fulfilled the abovementioned requirements. Thus a
feasibility study was necessary and started in due time.
In the first phase of the project, interested manufacturers were asked to provide a basic concept for a
diver propulsion vehicle based on the specifications. Three of these concepts were selected in an
evaluation conference and awarded option contracts. The first milestone in the option contracts
consisted of the presentation of a detailed concept for a diver propulsion vehicle with hydrodynamic
model tests to verify the calculated energy balance (to establish water flow resistance). These results
led to the next selection procedure. Two of the manufacturers were awarded the contractual option of
building a 1:1 scale demonstrator.

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By the beginning of 2008, the first demonstrators incorporating the basic functions of propulsion and
steering control, electrical power supply and proposed solutions for the necessary folding mechanisms
had been presented. Both demonstrators were tested and evaluated by independent teams of navy test
divers from WTD 71. After these test and evaluation series both manufacturers had the chance to carry
out improvements to the demonstrators. On the basis of the results of two further series of tests, the
demonstrator produced by GABLER was selected as the concept for subsequent work packages.
This demonstrator will now be presented in more detail.

4. Realisation
The company selected to manufacture the diver propulsion vehicle, GABLER Maschinenbau GmbH,
is a medium sized industrial company located in Lübeck, Germany, which has an excellent reputation
as the builder of underwater components and systems, and is market leader in hoistable masts for
conventional submarines. The development of the diver propulsion vehicle began for GABLER at the
end of 2007 when the company participated in the competition launched by WTD 71 to design an
overall concept for the vehicle. After the concept presented by GABLER had been selected in
preference to a number of other competitors, as indicated previously the following year the company
was awarded the next phase to develop a demonstrator. This phase consisted primarily of finding
workable solutions to the aspects considered to constitute the highest development risk, and to show
that they had been successfully solved by the corresponding tests. Further development of the vehicle
into a fully functional demonstrator is now continuing, as ordered by WTD 71. The development and
testing of this demonstrator incorporating important basic functions will be concluded by the end of
this year. Parallel to this, GABLER is already investigating further equipment variations, which open
out a whole new range of underwater transport vehicles with additional or alternative functionalities.
In realising the diver propulsion vehicle, the mentioned specifications had to be complied with. The
most prominent challenge was to reconcile the apparently contradictory requirements of stowing and
transporting two vehicles in one torpedo tube while also providing comfortable space for two divers
per vehicle. The vehicle had to effectively protect the divers from water flow during transit, which is
why the solution adopted envisaged a completely closed casing. Whereas a fully equipped diver can
barely squeeze through the 533 mm inner diameter of a torpedo tube – there can certainly be no
mention of comfort – this was to be the maximum limit of the outer dimensions of the vehicle in
transport condition. The torpedo tube is 6.8 m long, which allows each of the two vehicles to be
transported just 3.4 m in length.
A solution therefore had to be found that enabled the diver propulsion vehicle to be increased both in
length and diameter from transport condition to operational condition. This solution was found by way
of the combination of telescoping and folding the casing. To ensure full integration in a submarine
torpedo tube, the fully compacted diver propulsion vehicle has a clearance diameter of 533 mm. In
transport condition it is max. 3.4 m long, so that two vehicles can be stowed inside one torpedo tube.

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Once extended and unfolded ready for operation, the vehicle is 5 m long and has an interior diameter
of approx. 700 mm, allowing two divers to be accommodated in relative comfort even over lengthy
periods of time (Fig. 2).

Fig. 2. Stowage and transport of 2 diver propulsion vehicles in a torpedo tube

The vehicle can easily be transformed into its fully operational state by two divers in the water, in
considerably less time than the limit set in the specifications. The telescoped vehicle is manually
extended in length and the side walls, folded inside during transport, are unfolded. When the divers
have entered the vehicle, the side walls are closed and locked from inside, and once the electronic
steering and control systems have been activated the vehicle can set off immediately. To comply with
safety requirements, the locked walls can be rapidly opened while in operation, so that the divers can
leave the vehicle without delay at any time.

5. Location of the divers inside the vehicle

To meet the requirement of the need for the divers to observe each other, GABLER developed a
concept in which the divers are located head-to-head. Both divers lie in the comfortable usual diving
position, on their stomachs. The rear diver lies with his head forward, meaning in the direction of
forward motion, the forward diver with his head astern, travelling feet first. This means that the divers
faces are opposite each other and visual contact and observation is possible at all times. If one of the
divers should experience difficulties during transit, e.g. as a result of equipment failure in his breathing
apparatus, the other diver in the vehicle would note this immediately and could take the necessary

265
action, for example by sharing his breathing apparatus, steering the vehicle to the surface or leaving
the vehicle together with his partner to regain the water surface.
By lying head-to-head, both divers have access to the control console in the centre of the vehicle, so
that each of them is capable of driving the vehicle. This may be an advantage on longer journeys as the
divers can relieve each other, reducing the length of time each one has to concentrate and increasing
recuperation time (Fig. 3).

Fig. 3. Different location possibilities for the divers in the diver propulsion vehicle

However, the concept of the diver propulsion vehicle designed by GABLER is flexible enough to
allow for a different positioning of the divers inside the vehicle. As an alternative to the already
described head-to-head location, both divers can lie in the direction of forward motion. This
orientation may be more agreeable than driving backwards. This is made possible by moving the
control console into the bows of the vehicle. However, only the person lying forward can then drive
the vehicle, and constant mutual observation of the two divers through direct visual contact is no
longer provided. Depending on the users’ preference, the vehicle can be pre-configured with regard to
diver location, or the console can be moved relatively easily. The different diver locations within the
vehicle are being evaluated in the course of further practical tests together with WTD 71.

6. Lightweight construction
The basic concept of the diver propulsion vehicle allows for operation by two divers. So that they can
handle it alone in every aspect, it has to be light enough for just two people to carry it. This has a
decisive impact on the permitted maximum weight of the system. For this reason, the entire vehicle is
built using lightweight construction methods. The frame and telescope mechanism consist of a
lightweight but robust aluminium construction. The shaped sections of the casing are made of
composite material in sandwich construction. When submerged and flooded, the vehicle has absolutely
neutral buoyancy, while in the air it is light enough for two people to be able to carry it. To adapt it to
different water densities as a result of variations in salinity and temperature, a patented

266
counterbalancing system has been developed which allows the positive or negative buoyancy of the
vehicle to be adjusted.

7. Steering and control, propulsion, power supply

The operation of all driving and control functions for the vehicle takes place from the control console.
This particularly concerns speed adjustment of the propulsion system, which consists of a high-
performance electric motor that turns a propeller located centrally at the stern, and adjustment of the
hydroplanes and rudder, located in the water flow immediately aft of the propeller. The planes and
rudder are controlled by a joystick via servo-motors, so that all steering operations are performed with
one hand on a single control element. Energy for the diver propulsion vehicle is provided from a
compact lithium ion battery, as this energy source provides the best option due to its high power
density. As this modern battery technology is not yet fully established for underwater operations,
safety checks were carried out prior to the first test drives, and all criteria were fully met without any
problem. This type of battery ensures that that the requirements of range and speed indicated in the
specifications can be met without restriction. The first joint test drives with the diver propulsion
vehicle demonstrator with fully functional drive systems took place in autumn 2009 with WTD 71.

Fig. 4. Sea trials with the diver propulsion vehicle

8. Current work
To keep up with new developments, additional functions for the diver propulsion vehicle are currently
being developed. One of them is the evaluation of navigation modules with improved performance
characteristics to extend the navigation possibilities within the scope of the prescribed diving board. In
addition, existing equipment for underwater communications is being investigated and the possibilities
of integrating it into the diver propulsion vehicle are being studied. This is motivated by the likely
scenario that a squad of four divers is on a mission with two vehicles and the ability of the divers of

267
the two vehicles to communicate with each other could improve operational options. In this context
the possibility of coupling the vehicles is also being investigated.
Another work package already realized concerns the development of a cargo module for carrying
additional equipment up to a volume of 300 litres.
The final trials to establish performance parameters of the demonstrator and a stowage test in a test
torpedo tube for a Class 212A submarine have been done in autumn 2010.

9. The next stages

To adapt the functionalities to meet different customer requirements and operational necessities,
GABLER is developing other new concepts on the basis of the vehicle configuration described here, to
provide alternatives within a comprehensive equipment family. This includes a rigid, non-telescoping
vehicle for two-man operations and a shorter version for a single diver. Another possibility envisages
variable configuration of the inside space to allow compartments for divers and for equipment. The
present basic concept of a diver propulsion vehicle that fulfils high demands regarding compact
stowage by way of a refined telescoping and folding mechanism easily lends itself to adaptation and
other configurations thanks to its flexible, modular design (Fig. 5).

Fig. 5. Modular equipment family of the diver propulsion vehicle

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10. Conclusions

Basic functions such as the telescoping system, propulsion and control of a diver propulsion vehicle
have been successfully proved in a number of tests and trials with the existing demonstrator. Whereas
the cheap alternative offered by commercially available underwater scooters should be taken into
consideration for missions over short distances that require only minimum additional equipment, the
use of diver propulsion vehicles is recommended when divers are to be transported over greater
distances and/or with additional equipment. Thanks to the strength-conserving method of transport
over longer distances, divers can achieve a considerable increase in their radius of action. The
possibility of also carrying additional cargo or equipment up to a volume of 300 litres extends existing
mission scope and opens new opportunities. In this way, such a system can considerably increase the
range of abilities and mission scope of combat divers.

Fig. 6. Divers entering the SDV (photos: Floren)

269
Data Analysis for Conceptual Design Stage of Fishing Vessels

Ayla Sayli*, Ahmet Dursun Alkan**, Ayse Oncu Uysal*

* **
Dept. of Mathematical Engineering, Dept. of Naval Architecture and Marine Engineering
Yıldız Technical University, Istanbul, Turkey, sayli@yildiz.edu.tr, alkanad@yildiz.edu.tr, uysal@yildiz.edu.tr

Abstract

System analysis and design plays a serious role in many application domains of engineers before
construction or implementation of a new system because of its costs and operation effectiveness. In order
to do this, in recent years considerable attention has been given in data analysis. The main idea of our
multi-disciplined research between Naval Architecture and Mathematical Engineering is to identify
functional relations between seakeeping characteristics and hull form parameters of Mediterranean fishing
vessels. The seakeeping attributes under investigation are the transfer functions of heave and pitch
motions and of absolute vertical acceleration at stern, while the ship parameters influencing motion
dynamics have been classified into two groups: displacement ( ) and main dimensions ( L , B , T ),
coefficients that define the details of the hull form (CWP, CVP, LCB, LCF, etc.). In this paper, we explain
our data analysis of conceptual design stage for fishing vessels using linear and non-linear multi-
parameters regression analysis and their models for heave, pitch and vertical motions, and then we
introduce a new study of selecting some parameters based on colinearity. From the implemented software
based on SQL-Server Database Management System, computational results are estimated and interpreted.

Keywords: Fishing Vessels, Conceptual Design, Ship Motions, Data Analysis

1. Introduction

System analysis and design should be done in different application domains of engineers in order to
minimize the implementation risks and construction costs. These domains can be summarized in Figure 1.
The development of each system mainly contains five steps which are “Planning”, “Analysis”, “Design”,
“Implementation” and “Maintenance”. “Analysis” and “Design” have been described as the heart of the
system development researchers that has given in Figure 2 below. The researches put forward that a
comprehensive systems engineering process is required that provide an anticipated equipment phase-out
period and consider service disposal periods in the design and life cycle cost impact (Blanchard and
Fabrycky 2011; Hoffer et al. 2011).

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 Fig.1. Application Domains of Systems Engineering

Planning

Maintenance Analysis

Implementation Design

Fig. 2. Heart of Systems Development

In this paper, our data analysis research for the seakeeping performance of a group of fishing vessels
refers the conceptual design stage. Taking into account real seaway conditions seakeeping quality is a
fundamental design requirement that severe motions and accelerations degrade task force and ship safety.
We introduce our research for selecting some parameters based on co-linearity using our implemented

272
software system based on SQL-Server Database Management System; especially multiple regression
analysis, the stepwise regression analysis and standardized regression coefficients. In Section 2, the data
analysis is given. In Section 3, our data analysis software system for conceptual design stage of fishing
vessels is introduced. The final section contains our conclusions.

2. Data Analysis

A product life cycle of the system analysis and design in the domains including Marine Systems can be
seen in two phases such as “Acquisition Phase” and “Utilization Phase”. It can be seen from Figure 3 that
“Conceptual Design Stage (CDS)” is the first part of the acquisition phase, and then the following part
starts that is called as “Preliminary Design Stage”. CDS has been defined in several sub-parts which are
shown in Figure 4.

UTILIZATION
ACQUISITION PHASE
PHASE
HESE
N
Conceptual / Detail Production Product Use,
E
Preliminary Design and and/or Support, Phase-
E
Design Development Construction out, and Disposal
D
ary Design

Fig. 3. Product Life Cycle

Definition of Need

Conceptual Design

Feasibility study
Needs identification
System Planning
Functional Analysis
System operational
requirements
Maintenance and
support concept
Performance measures
System trade studies

Research/Technologies

Fig. 4. Sub-Parts of Conceptual Design Stage

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Concept design stage constitutes the most delicate design stage among the other stages since the critical

assumptions and decisions are accomplished there. The greatest impact on ship’s overall economic
efficiency are made during the conceptual design stage. Ship concept design accounts more than 80
percent of the ship value, hence an optimal design has a great impact in ship whole life cycle (Jiang and
Yu, 2011; Trincas, 2006).
Considering the seakeeping assessment problem for the concept design level of fishing vessels one can
find several methods proposed. It is ascertained that rational consideration of potential seakeeping
behaviour from the real beginning of the design process is economically sound. They are based either on
direct computations over pre-designed hull forms, or they rely on results from systematic series analysis.
Since the seakeeping ability of a fishing vessel drives the effectiveness of the fishermen and the
operability of the fishing systems in rough weather, the present analysis has been carried out with the main
scope of investigating the effect of different hull forms and loading conditions on ship motions and
vertical accelerations on board. In this respect, the papers in (Sayli et al., 2007; Sayli et al. 2010) represent
a natural extension and completion of previous contributions (Trincas et al., 2001; Nabergoj et al., 2003).

3. Data Analysis Software System for Conceptual Design Stage

Our design database in this paper contains the same hull form database and the seakeeping database in
(Sayli et al., 2007; Sayli et al., 2010) in which our announced models were shown in Table 1.

Table 1. Announced seakeeping regression models and corresponding design variables.

Non-dimensional
Model Description Hull Form Parameters Speed
Ratios
I Simple L/ 1/ 3
, L / B , B /T Fn
II Intermediate L/ 1/ 3
, L / B , B /T CWP, CVP Fn
III Enhanced 1 L/ 1/ 3
, L / B , B /T CWP, CVP, LCF / L , LCB / L Fn
IV Enhanced 2 L/ 1/ 3
, L / B , B /T CWPA, CWPF, CVPA, CVPF Fn

Twelve functions for linear (Sayli et al., 2007) and twelve functions for non-linear (Sayli et al., 2010)
regression analysis and their models for heave, pitch and vertical motions were calculated with their
coefficients and compared with each other.
In this research, we have implemented a system to do linear and non-linear multi-parameters regression
analysis in order to construct their ship motion models for heave, pitch and vertical acceleration, and then
we introduce a new study for selecting some parameters based on co-linearity using the implemented

274
software system based on SQL-Server Database Management System. Our main interface of the system
can be seen from Figure 5.

Our system for data analysis uses and is based on mainly multiple regression analysis, the stepwise
regression analysis and standardized regression coefficients from statistics. Computational results of the
system are estimated with/without the elimination of the less related parameters and these result would be
given in detail in the near future research paper after completing the additional experiments.

Fig. 5. Main Interface

4. Conclusions
Ships are positioned among the most complex products as shown in Table 2. Current trends require to use
technological engineering methods rather than those of traditional ways. The role of system analysis on
ship concept design is highlighted providing with an application dealing with ship motions. At the
moment, estimated results show that the elimination of the some parametres can be done and possible.
Doing the elimination, the system is more effective and intelligent that in a way to choose which
parameters effects the motions the most. According to the estimated results for now, it can be said that in
the conceptual design stage if the decision has to be made in a short term the simple model can be used;
otherwise the intermediate model can be taken into account.

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 Table 2. Complexity of tecnical systems

Product Type Number of parts

Aircraft carrier 2,500,000
Submarine 1,000,000
Very Large Crude 250,000
Oil Carrier

Boeing 777 100,000

Fighter aircraft 15,000
Automobile 1,000

5. Nomenclature
ITTC Standard Symbols and Terminology is used.

References
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Hoffer J. A., George J. F., Valacich J. S., 2011. Modern Systems Analysis and Design, Pearson Education.
Jiang, Y. and Yu, S., 2011. A Decision Support System for Ship Concept Design Using Genetic Algorithms, Innovative
Computing and Information, Volume 232, 95-100.
Nabergoj, R., Perniciaro, S. and Trincas, G., 2003. Seakeeping Assessment Modelling for Conceptual Design of Fishing
Vessels, Proceedings - 9th Int. Symposium on Technics and Technology in Fishing Vessels, Ancona, Italy, pp. 74-88.
Sayli A., Alkan A. D., Nabergoj R., Uysal A. O., 2007. Seakeeping Assessment of Fishing Vessels in Conceptual
Design Stage, Int. Ocean Engineering, Elsevier Pub., Vol. 34, No 5-6, pp. 724-738.
Sayli A., Alkan A. D., Ganiler O., 2010. Nonlinear Meta-Models for Conceptual Seakeeping Design of Fishing Vessels,
Journal of Ocean Engineering, Volume 37, Issues 8-9, pp. 730-74.
Trincas, G., 2007. Ship Design Process - A Rational Approach, Lecture Notes, University of Trieste, Trieste.
Trincas, G., Nabergoj, R. and Messina, G., 2001. Inverse Problem Solution to Identify Optimal Hull Forms of Fishing
Vessels for Efficient Operation, Proceedings of the 8th International Symposium on Technics and Technology in
Fishing Vessels, Ancona, Italy.

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