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Liviu Crudu
Plasma S.R.L.
Galati, Alexandru Moruzzi No 56A, 800223,
Romania,
E-mail:office@ambarcatiuni.ro
ABSTRACT
Motion sickness aboard ships has always been a concerning issue for people
prone to this and to those seating next to them as well. The pleasure crafts as the
maritime yachts are presenting a particular combination of aggravating factors
because they mix a relatively small size, light weight and high speed, thus
resulting in higher values for vertical accelerations as compared to conventional
ship hulls.This paper presents a comparative preliminary study performed for
Black Sea area using three maxiyachts designed and built in Italy and a
completely new design that has been conceived for a new hull form. The starting
point of the new design comes from the already existing mega yacht "Yacht A"
designed by Philippe Starck and Martin Francis and built in Blohm & Voss
shipyard in Germany
Keywords: seakeeping, megayacht, comfort aboard, Yacht A
1. INTRODUCTION
Once comfort aboard improved, higher
passenger numbers are to be expected, this
resulting in higher operator's profit on charter
yachts, especially where this spare time
spending method competes with other
traditional methods.
Since the level of vertical acceleration
along the hull represents the most important
parameter in determining the percentage of
passengers who will become seasick during a
given length of a trip in this paper will carry
out the preliminary seakeeping computations
and comfort evaluations.
To this purpose, some previous
systematic evaluation have been taken into
consideration [Nabergoj, 2006]. The above
Galati University Press, 2013
216
2. DEFINITION OF HULLFORMS
The study of seakeeping performance
and related comfort evaluation which refer to
three different mono-hull vessels of same
displacement, i.e., three maxi yachts
designed for operating in the Caribbean Sea.
The main characteristics of the vessels are
summarized in Table 1, while in Figure 2, 3,
4 and 5 we show the hydrodynamic
modelling of the hulls as implemented for
seakeeping computations. Vessels Yacht C
and Yacht M have finer lines and similar
underwater volume distribution, except for
the large bulbous bow which is typical for a
destroyer. On the other hand, a fuller midship
section can be observed for Yacht Z as
well the characteristic skeg at stern. At
"Yacht A" we tried to replicate the design of
Plippe Starck and Martin Francis with
unusual inverted bow resembling to the
submarine design and the Zumwalt Class of
US Navy stealth destroyers.
218
4. CALCULATION OF
SEAKEEPING PERFORMANCE
The purpose of the hydrodynamic
analysis is to perform the calculations in
order to evaluate ship motions and
accelerations in several points defined for
fastening calculations as well as structural
calculations.
The evaluation has been performed
using a computer code based on the wellknown theory developed by Salvesen, Tuck
and Faltinsen. The program is able to
calculate the amplitudes and phases for all
six degrees of freedom, i.e. surge, sway,
heave, roll, pitch and yaw motions as well as
the dynamic loads for any heading angle in
regular waves; based on the first set of results
the calculation of the accelerations can be
performed in any defined point for different
sea states according to the clients
requirements. Stochastic analysis can be also
performed using different types of sea
spectra and statistic data can be obtained.
The main assumptions of the program
refers to the nature of the fluid, considered to
be inviscid, the ship geometry, considering
that the length is much larger than the beam
and draft and the displacements of the ship
and the waves are small. In other words, the
slender body theory is assumed and the three
dimensional hydrodynamic quantities are
expressed in terms of the solution to the
sectional two-dimensional problem of a
cylinder with the same shape as the
individual cross-sections oscillating on the
free surface. The program is using the close
fit source distribution technique developed
by Frank. The nonlinear roll damping is
introduced using Tanaka method.
Seakeeping analysis is essentially a three
part problem:
1. Estimation of the likely environmental
conditions to be encountered by the vessel.
2. Prediction of the response characteristics
of the vessel.
Galati University Press, 2013
220
Chart1
1.
amplitudes for 150
Comparative
surge
222
DESCRIPT
ION
Light
Manual
Work
Heavy
Manual
Work
Intellectual
Work
Transit
Passengers
Cruise
Liner
NORDFORSK, 1987
RMS
RMS
VERTICA
LATERAL
L
ACCELER
ACCELER
ATION
ATION
RMS
ROLL
MOTI
ON
0.20 g
0.10 g
6.0
0.15 g
0.07 g
4.0
0.10 g
0.05 g
3.0
0.05 g
0.04 g
2.5
0.02 g
0.03 g
2.0
224
literature
(see
Figure
43):
Yacht
C
Yacht A
UNIT
HEAVE
PITCH
ACCEL
DIR X
ACCEL
DIR. Z
Yacht
M
Yacht Z
Zm
0,439
0,495
0,488
0,548
Z1/3
0,701
0,789
0,779
0,875
ZRMS
0,369
0,414
0,408
0,46
qm
1,377
1,072
1,028
1,572
q1/3
2,198
1,711
1,64
2,509
qRMS
1,163
0,9
0,863
1,321
axm
0,02
0,015
0,014
0,02
ax 1/3
0,031
0,024
0,023
0,033
axRMS
0,017
0,013
0,012
0,017
azm
0,171
0,156
0,15
0,223
az 1/3
0,275
0,249
0,239
0,356
azRMS
0,145
0,132
0,126
0,187
6. CONCLUSIONS
150 degrees
Yacht
C
Yacht
M
Zm
0,587
0,629
0,605
0,772
Z1/3
0,937
1,003
0,966
1,232
ZRMS
0,492
0,52
0,501
0,635
qm
2,262
1,567
1,462
2,624
q1/3
3,61
2,501
2,333
4,188
qRMS
1,889
1,305
1,219
2,166
axm
0,035
0,023
0,021
0,032
ax 1/3
0,055
0,046
0,034
0,051
axRMS
0,029
0,019
0,018
0,027
azm
0,39
0,329
0,307
0,509
az 1/3
0,622
0,525
0,49
0,813
azRMS
0,325
0,275
0,257
0,422
UNIT
HEAV
E
PITCH
ACC
DIR X
ACC
DIR. Z
Yacht
Z
Yacht
A
226
An important observation is
related to some very big local values for
following sea and aft quartering sea area.
These values have no numerical significance
because are referring to the very low
frequencies, corresponding to the situation
when ship speed is very close to the wave
speed. It was decided to introduce the above
mentioned results for the sake of
completeness and, moreover, in order to
underline where this kind of phenomena
could happened in order to avoid unpleasant
possible loss of the ship. The stability in
following waves is a different approach to be
taken into account during next investigations.
As a general conclusion related to the
motions evaluation is that yacht A has a very
5.
Domnioru, L., Dinamica navei
oscilatii si vibratii ale corpului navei, EDITURA
TEHNIC Bucureti, 2001
6.
Obreja, D., Teoria navei. Concepte i
metode de analiz a performanelor de
navigaie,
Editura DidacticiPedagogic,
Bucureti, 2005.