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Ship Design Challenges for ESPOMAR Project: A Review of Available Methods
Published in Adam Weintrit, Tomasz Neumann, Advances in Marine Navigation and Safety of Sea Transportation, 2019
M.J. Legaz, A. Querol, B. Flethes
Others advantages of catamaran design are: – Low wave-making because of high length/beam ratio. The designer can minimize the propulsion engine power rating for a given service speed.– High transverse stability due to the space between hulls. The transverse metacentric height (GM) will be around ten times higher than a monohulls.– Large deck area, because of the centre bridge between the side hulls, providing spacious and comfortable passenger cabins and other working cabins. Deck area in catamaran is greater about 40–50% than monohulls.– High manoeuvrability and course stability due to the space between twin propulsors giving a larger turning moment.– Low impact and slamming load s as well as speed loss in waves due to hull slenderness compared with monohulls.– Subdivision against flooding. The catamaran provides a high safety level against hull damage because of many bulkheads in both side hulls with small individual compartment volume. This has as result smaller flooding in case of damage [18].
Seakeeping optimization of a catamaran to operate as fast crew supplier at the Alentejo basin
Published in C. Guedes Soares, T.A. Santos, Progress in Maritime Technology and Engineering, 2018
F. Belga, M. Ventura, C. Guedes Soares
Inspired by a concept for a deep offshore hydrocarbon field located 50 km off the coast (Carvalho 2016), at the Alentejo basin, the present research work addresses the design of a fast displacement catamaran to operate as crew supplier. Multi-hulls, in particular catamarans, take advantage of a high transverse stability, reduced roll and large deck areas to carry more cargo over narrower hulls without carrying ballast. As a result, their shallow drafts and small hydrodynamic resistance allow them to be designed for high speeds. Together with a high provision of nonsinkability and seaworthiness, it is assured an effective application of catamarans as high-speed crafts for the transport of passengers (Dubrovsky 2014). Based on a parent model kindly provided by DAMEN Shipyards, an optimization routine was developed with the intent of improving its seakeeping performance. In fact, as a high-speed craft, the requirement to operate well at high speeds, often in adverse weather conditions, is paramount.
Hydrodynamic hull form optimization of fast catamarans using surrogate models
Published in Ship Technology Research, 2021
Malte Mittendorf, Apostolos D. Papanikolaou
Catamarans are superior to monohulls with the same displacement in terms of transverse stability and exploitable deck area, but they have generally an up to 35% larger wetted surface area, leading to increased frictional resistance; this drawback has to be compensated, to some extent, by lower wave resistance. The wave resistance of a catamaran for a certain speed is generally minimized by proper distribution of its displacement, which is inherently reduced by the slender demihulls and by proper separation distance. This also allows the application of the linear slender or thin ship theory, as shown by Papanikolaou and Androulakakis (1991) in their Lagrange multiplicator optimization procedure for fast SWATH (Small Waterplane Area Twinhull) ships. Danisman et al. (2002) use thin ship theory in the frame of a wave resistance optimization of a catamaran’s aft ship in medium speed range by combining it with quadratic programming. Their focal point, however, is the optimization by an artificial neural network (ANN) being trained on results of a Rankine panel method. This approach is considered as surrogate modelling and saves computational effort by approximating the associated objective function. Zaraphonitis et al. (2003) present a multi-objective hull form optimization regarding not only the calm water resistance, but also a wave wash criterion. The optimization is carried out with a genetic algorithm applied to a Rankine panel method for both a monohull and a catamaran topology. Bertram et al. (2017) provide a simulation-driven optimization of a conceptual trimaran design. In doing so, not only the operational profile is taken into account, but also the seakeeping attitude. The design exploration is performed by a Rankine panel method and a RANSE (Reynolds-averaged Navier Stokes Equations) solver then validates certain generated designs.