Design Data for High-Speed Vessels T. Karayannis', A.F. Molland and Y. Sarac Williams ‘School of Engineering Sciences, Ship Science, University of Southampton, U.K. ABSTRACT There is a lack of published systematic data and techniques suitable for the conceptual and preliminary design of high- speed craft such as fast ferries. At the Same time there is increasing interest and a significant growth in their ‘applications. The combination of a lack of available processed design data and an increased interest in these vessels ‘makes the development of relevant design data and properly documented techniques both necessary and very useful. The ‘Paper presents such data and proposes algorithms and formulae, which can be used for investigations of high-speed ferry designs of monohull and catamaran configurations. These include initial estimations of technical aspects such as main areas and dimensions and hull, machinery, outfit and total masses, as well as acquisition costs. These can also facilitate the development of rationalised approaches to decision making and selection problems when alternative configurations ‘are examined for a given service, as is often the case for high-speed ferries. 1, INTRODUCTION High-speed ferries have, in recent years, emerged as a rapidly developing category of vessels. The relevant market is growing at an increasing rate and there are now several hundred such craft operating around the world, However, their design tends to be carried out, toa greater extent, in an ad-hoc manner. It is believed that a more rational approach to high-speed craft design and related decision making can be developed, However for this to be possible systematic historic, experimental and theoretical design data and practical tools are needed; such data and tools are currently not available in the published literature ‘A research programme has been initiated at the University of Southampton aimed at addressing these issues. ‘The purpose of this programme has been two- fold: to generate and analyse data, leading to the development of design zlgorithms and methodologies for high-speed ferries; and to investigate and propose suitable decision making approaches for comparative studies of alternative fast ferry configurations. The present paper describes results related to the former objective in the T Now at the Department of Naval Architecture and Marine Engineering, National Technical University of Athens, Greece. form of data, regressions and formulae, as well as proposed algorithms and methodologies that can be used for the initial developmient of feasible monohull and catamaran high-speed ferry designs. ‘An algorithm for the derivation of a set of 03D.) ] Catamarans | E, = 2L,(b¥T) + 0.85L,(D,-1)" 161-26) Thal Mass Monohutls_| Wiig = 0.032 Eq! Hull Mass | Wye = 0.00064 E.'7 (B, < 3025) Catamarans | Wie = 0:39 E,°? (E_ > 3025) ‘Table 3: Formulae for Hull Mass Estimate Hull Mass (t) pment Numerial (8) ig. 5: Hull Mass Data - Catamarans In advocating the use of such an approach it can bbe noted that the numeral Eis effectively a function of the total surface area of the ship, with a weighting for the portion above the waterline (D-T). The weighting is, currently left at the original value of 0.85 due to the lack of enough detailed data to suggest otherwise. In the case of the catamaran, the third term in the numeral is a function of the added area due to the cross structure. The ‘weighting in this case was derived from the parametric study of the influence of hull spacing on mass described earlier. The data and its presentation provide a good starting point for the hull mass estimate. itis believed that, as more data become available, the method offers & 00d basis and opportunity for further development and refinement. 33° Outfit Mass ‘A preliminary estimate of outfit mass is based on data ‘om existing vessels and allows an approximate estimate to be made based on overall length and breadth. The large quantity and detailed nature of the ship outfit items‘means that any estimate of total outfit mass at the preliminary design stage is likely to be very approximate, Accommodation tends 0 represent a significant component of the outfit mass and can be initially estimated using a mass per unit area of the order of 80- 100kg/m?. The remaining outfit mass including any equipment not included in the machinery mass may, as a first approximation be assumed as a function of overall length and breadth. On this basis it is found that an approximate preliminary estimate of outfit mass per deck is of the order of: W,=003x1,xB At present, this is assumed to be suitable for both ‘monohulls and catamarans, 34 Machinery Mass ‘A database of machinery mass has been assembled which also incorporates the data contained in [8]. ‘These include the main machinery components suitable for high speed craft such as medium and high speed diesels, gas turbines, ‘gearboxes and waterjets. As the data base is intended for vessels in the high speed regime, it currently does not include the equivalent masses for conventional propeller driven systems. Based on installed power, the data allow the overall mass of the propulsion system to be estimated with some confidence. The remaining part of the machinery installation includes generators, pumps, piping and other auxiliary equipment, and is calculated as a function ofthe overall propulsion mass. Clear trends are observed in the data for engines, gearboxes and waterjets as shown in Figs. 6, 7, 8 and 9 and suitable curve fits for these components are given in Table 4. | Diesel Engines _| Wp = 6.82{P/n{"™* tonnes (Gas Turbines | (otal Module) | War = 3+0,00056 P tonnes Gearboxes Wes = 0.00348 (P]°” tonnes Waterjets Wy) = 0.00018 [P]!" tonnes ‘Table 4: Principal Components of Propulsion Machinery Mass P is the installed power per propulsion unit, and nthe engine revolutions. Since the relationships in Table 4 are non linear, the total propulsion mass estimate must be made up of the sum of the masses for each unit (e.g engine or gearbox) based on the power delivered/absorbed by each unit. Estimates of the remaining machinery installation mass have at present been based on available 610 data and a sequence of mass balances for high speed craft. ‘The remaining mass is estimated as a function of the total propulsion mass W,, i. the sum of the engine, gearbox ‘and waterjet masses. A suitable approximation for the remaining machinery mass, Wa is found to be: Wr = 0.55 x Wp ‘The TOTAL machinery mass W,, may now be summarised as: Wo = Wy + Wem where W,=Wo (or Wor) + Wes + Wws and Wry = 0.55 Wp, “Total Mass (®) ee 8 Power / Engine Speed (kWirpm) Fig. 6: Diesel Engine Masses Power (kW) Fig. 7: Gas Turbine Masses‘Total Mass (t) Power (kW) Fig. 8: Gearbox Masses o | olathe Power (kW) Fig. 9: Waterjet Masses 3.5 Deadweight Mass Deadweight calculations can be performed once the main operational requirements of the vessel are defined or assumed, namely speed, range and capacity. Typical standard values of mass per passenger, crew, luggage and effects and per vehicle may be applied.” Water and provisions masses are calculated using typical daily consumption per person, which are also confirmed by ‘comparison with values for ferries in operation. Fuel and lubricating oil masses are calculated using service power and speed, consumption and range. An allowance of 9% is made for generator and lube oil consumption together with a margin of 10% Suitable relationships for the components of deadweight are given in Table 5 principal 611 Passengers and luggage Crew and effects Cars Trucks Fuel & lube off ‘Wea = 0105 Ny tonnes Wen = 0.135 New tonnes We= 10x N, tonnes Wr=27.5 x Nr tonnes We = PsxSFCRRIVIK 1.07 x 1.10/1000 tonnes Wew = 0.03 N,xR/24V ‘Tonnes Fresh water ‘Table 5: Principal Components of Deadweight Mass 4, POWERING A reliable estimate of power is important in that it impacts directly on the estimates of mass of the propulsion machinery installation and the fuel Calm water standatd series resistance data suitable for high speed displacement craft includes the NPL Series [9], Series 64 [10] and Southampton Extended NPL [11] in monohull mode. Systematic resistance data for multihulls is much more limited. ‘The catamaran series tested at Southampton [11] at present offers one of the most comprehensive sets of data available for catamarans. Further discussion of the resistance components of catamarans, and practical proposals for form factors and model to ship extrapolation, is included in [12]. Further tests with a Series 64 form in catamaran mode [13] indicate interference effects (for the same L/V"® and S/L) similar to those for the NPL hull derivatives in (11, although the differences between the actual hull shapes for the NPL. and Series 64 forms are significant. ‘This is promising as it points to the potential development of universal interaction factors which would broaden the applications ‘of systematic monohull data to multihull mode. ‘Thin ship theory developed for multihulls with transom sterns [14] has been effectively validated against experimental results and provides the facility, particularly at the concept design stage, to investigate a wider range of hull parameters. Estimates of propulsive efficiency for conventional propeller driven installations generally do not produce any significant problems. Use can be made of published systematic propeller data such as the Wageningen and Gawn Series data, or surfacing piercing propeller data. The overall propulsive efficiency of waterjets is not so easily determined, Parametric data is not readily available and design investigations tend to use plots of achievable efficiency at a given speed. This approach is limited in that it does not allow investigation of the influences on efficiency of say diameter or thrust loading at a particular speed. ‘There is obviously a practical need for the development of parametric performance data for waterjets.5. SEAKEEPING ‘The prediction of seakeeping performance plays aa important role in assessing the operational viability, availability, comfort, strength and safety of high speed vessels in particular sea conditions. Far example, the use of the seakeeping attributes in the decision making process when comparing altemative designs or vessel types has been described and discussed in (3] and [4]. ‘The assessment of seakeeping requires a knowledge of the motion transfer functions for the particular vessel under consideration and an assumed wave energy spectrum for the relevant sea area, Spectral calculations can then be used to determine the motion energy spectrum and, from it, statistical quantities or attributes such as the RMS values of the various motions and the probability of an individual motion exceeding a given value, ‘Wave energy spectra are generally available for relevant sea areas. Many ad hoc investigations into the seakeeping performance of high speed vessels, including monohulls and multihulls, have been carried out. Seakeeping data of a more systematic nature is necessary at the early design stage, There is, however, litle published data for high speed vessels where systematic ‘Variations of the design parameters have been carried out. Typical sources of systematic data, including theoretical approaches, includes [1S}, (16), (17), [18] and [19]. In particular, work ongoing from 19} i allowing directional effects on high speed craft in a seaway to be investigated ‘Theoretical methods tend still to require empirical modifications if the results at high speed are to correspond well with model and full scale experimental data, Curent practice is to rely on the limited parametric experimental data, supported by extensions to the data base using theoretical methods. 6. COSTING ESTIMATES 61 General High-speed ferries are costly to build and operate. In order to assess their viability, itis important to be able to estimate the costs related to the introduction of such vessels as accurately as possible at the early design stages. ‘The analysis presented focuses on building costs. Estimates of running costs should not normally present problems once the operational scenarios are known. The design and construction of high-speed vessels involves innovative techniques and technologies. As a result, traditional approaches commonly used for estimating building costs for use in conceptual and preliminary design studies, such as that developed by Carceyette [20], may not be directly applicable for such craft, at least quantitatively. The approaches presented in this section have therefore been developed sper vessels. lly for high-speed Simple regressions based simply on carrying capacity and speed are firstly presented which allow reasonably accurate initial estimates of building costs of high-speed monohull and catamaran ferries. Such estimates are useful for the examination of specific designs, but do not reflect the influences of more detailed paramettic variations in ship particulars, such as dimensions. More detailed calcutations of hull, machinery and outfit costs are necessary for such investigations and the description of the development of such an approach is described 62 Initial Cost Estimates Carrying capacity and speed are likely to be the major initial requirements set for a new high-speed ferry design. ‘At the same time they directly influence the size of the vessel and the machinery installation, which are significant jactors affecting a vessel's building cost. In order to provide rapid initial estimates, relationships for building cost calculations based on these parameters were derived. The analysis was based on actual acquisition costs found for existing high-speed ferries in relevant literature such as Lloyd's List, Fast Ferry Intemational and professional Journals. It revealed that adequate correlations can be obtained for these parameters. The resulting regression formulae are given as follows: Cy = 376+ 0.015 N, + 0.121 N, + 1.230V [MUS] l= -18.4 + 0.0294 N, + 0.11 N, + 0.445V [MUSS] where Cy, and C, represent the building costs, MUSS, for smonobulls and catamarans respectively. As discussed in [2] correlations are satisfactory, although some problems exist for small vessels, which suggests that the formule should be used with caution at the lower end of the size range. Apart from this exception, agreement of calculated values with real prices is generally satisfactory. 63 Detailed Calculations ‘The equations presented in Section 62 offer a good ‘means of obtaining reasonably accucate initial estimates of building costs. However, as mentioned earlier, they do not allow parametric investigations of aspects such a ‘machinery installation type, hull material or variations in ‘main dimensions and hull ratios. Such investigations may bbe particularly important in concept design studies and require more detailed costing calculations. The overall initial estimates obtained by the simple approach presented earlier can be used for the calibration and validation of such detailed algorithms. 612‘The development of deailed calculations entails breaking down the total building costs into the bull, outfit and machinery costs. The further division of each of these three components into materialsequipment and labour was also investigated Hult Cost ‘The estimate of the hull cost is based on the hull mass (W,) and estimates of the material and labour costs. A ‘material scrap value of 10% is assumed. Table 6 provides suitable values for the material and labour rates for use in the following hull cost equation: Cy=[WaxMx 110] +[WyxtxH] USS ‘The labour hours have a range covering simple 10 complex structures, and a mean value may be adopted in the first instance. [ Material costtomne(M——SCSC~*™ Aluminium Alloy 5250 USS Steel: 900_US$ Labour hours/fonne (L) (from simple to complex structures) _| 600-900 hrs Labour (OA) cosvhour (H) 30 USS ‘Table 6: Rates for Materials and Labour Casts Ousfit Cost Based on a limited amount of available data, dividing the ‘outfit costs into equipment and labour did not prove reliable. For the time being, an overall outfit cost ceatimate, based on outfit mass W,, is proposed as follows: Co= 22,000 x W, USS Machinery Cost ‘The total machinery cost is based on an estimate of purchase costs of the propulsion units (main engines, gearboxes and waterjets) together with the further cost, assumed as a function of the propulsion equipment cost, associated with the remaining equipment and the overall labour costs associated with the machinery installation. Detailed estimates of the purchase costs of main engines, gearboxes and waterjets, based on installed power (P kW) and derived directly from manufacturers and operators, are reported in [8] and are summarised in Table 7. Diesel engines | Cp = 0262P EUS Gas Turbines | Cor = 0.35 P-3x10° P® kUSS Gearboxes ‘Con=57+0.0214 P-3x107P?_ kKUSS Waterjets | Cw=0.468R™ KUSS ‘Table 7: Costs of Propulsion Units 613 ‘The purchase cost of the remaining items of machinery, such as generators, together with the overall labour costs for installation of machinery, was found to be of the order of 40% of the propulsion machinery cost. ‘Thus the machinery cost estimate may be summarised as: Con {Cp (0F Cor) + Cop + Cw} x 1.40 Total Acquisition Cost ‘The total ship acquisition cost for monobulls (Ca) and catamarans {C.) may now be summarised as: Cm (or Co) Cut C+ Cow It is noted that, when developing 4 data base of costs and assessing its reliability, published ship acquisition costs will have been influenced by other effects such as assumed profit levels, multiple builds, commissioning and delivery charges and how badly a shipyard may need an order. Data for detailed costings, particularly those relating to labour hours, are sparse. Brod assumptions and data generated by a sequence of cost balances have therefore been used in places. However, it is considered that the proposed equations will provide a reasonable estimate of overall cost, together with a good indication of relative levels between component costs and changes in component costs as a result of design changes. This makes the equations particularly suitable for use in preliminary design and concept investigations 7. CASE STUDIES Example designs which have been generated by applying the methodologies discussed in the paper are presented in order to demonstrate their use. Comparison of these vessels with existing high-speed ferries indicates that the algorithms presented in the paper generate realistic and feasible designs. Two major cases are discussed separately, namely passenger-only and vehicle/passenger vessels, which allows the generation of both small and large vessel designs to be demonstrated. For each of these two categories monohull and catamaran designs are generated, illustrating the use of the algorithms for these two major vessel categories, 7.1 Case A: Passenger-Only Vessels For this example application the assumed reqaisements for the developed designs are to be able to carry 350 passengers at a service speed of 33 knots. Based on these requirements, an initial set of main dimensions can be calculated as discussed in Section 2. Table 2 includes the values of the design parameters used for the calculations