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D.J. Taunt on

School of Engineering Sciences, University of Southampton, UK

Design of High Speed Craft from a Human Factors Perspective- Model Tests

Acknowledgements

Data logging equipment has been purchased with funds from

the Royal Academy of Engineering and School of Engineering

Sciences.

Aims & Objectives

One of the main objectives of the naval architecture component of this project is to develop linkages between the principal designparticulars of high speed craft (such as vessel geometry and mass distribution) and the rigid body motions and accelerations resultingfrom different operational characteristics (such as speed, wave period and height).

Description of Models

Existing experimental data for systematic series of planing crafthas been limited to prismatic hullforms, which are notrepresentative of modern high speed craft. A more recent seriesof planing craft based on the US Coastguard 47ft Motor Life Boathas been tested, but only in calm water. There is a need forseakeeping data for a modern series of hullforms both for

validating numerical models and as design data.

A survey of built high speed interceptor craft and U.I.M P1Powerboats, shows the typical L/B range from 3.7 to 5.8. Asystematic series of planing hulls were developed which coveredthis range of L/B ratios and extended the maximum L/B.

All models had a deadrise angle of 22.5 degrees at the transomincreasing to 50 degrees at the bow. The models had alongitudinal step or spray rail running the length of the hull. Theparent hull (Model C) was built with a removable section betweenthe LCG and transom to allow transverse steps to be fitted. Thisallowed two further models to be created Model C1 1

transverse step and Model C2 2 transverse steps.

Example Results

The parameters tested included L/B or L/1/3 ; Speed; Seastate;Load Coefficient; Radius of Gyration and the Influence oftransverse steps. In order to make measurements for assessinghuman factors the sample rate used to acquire the data needed tobe scaled by the square root of the scale factor which resulted in asample rate of 5kHz. Measurements of the rigid body motions andaccelerations were made including heave, pitch, pitch rate,

vertical acceleration at the bow and Centre of Gravity and waveheight.

Model A B C D

LOA [m] 2.0 2.0 2.0 2.0

Bchine [m] 0.246 0.299 0.351 0.404

Bwl [m] 0.278 0.338 0.397 0.457

T [m] 0.067 0.081 0.095 0.109

L/Bwl 7.2 5.9 5.0 4.4

L/1/3 0.87 0.76 0.69 0.62

Further WorkThe tank test data will be analysed to produce design chartssuitable for use by designers, which present the data in a formatsuitable for assessing human factors in line with existing criteriasuch as RMS and VDV.

Use the model test data to validate the numerical model.

Table 1: Model Details

Az (COG) Az (Bow)

Model RMS[g]RMQ[g]

CrestFactor

RMS[g]

RMQ[g]

CrestFactor

A 0.54 0.87 5.34 1.13 2.06 6.76

B 0.52 0.84 6.13 1.15 2.08 7.20

C 0.46 0.75 5.73 0.94 1.63 6.20

D 0.50 0.81 6.11 1.06 1.91 8.00

Table 2: Influence of Hull form on Vertical accelerations at12m/s in Jonswap Spectrum T=4s, H=0.5m

Figure 1: Model C

Figure 2: Model B in Waves

Figure 3: Model C - Vertical Acceleration

Fluid Structure InteractionsResearch Group,

School of EngineeringSciences