Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
  • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
  • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
  • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
  • B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
  • B63B1/125—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising more than two hulls
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
  • B63B35/54—Ferries

Definitions

• This invention relates to marine vessels particularly sea-going vessels for commercial or military use.
• the invention has been devised particularly, although not solely, as a multi-hulled vessel configured as a trimaran comprising a centrally located main hull and two side hulls.
• a conventional sea-going vessel for commercial or military use is generally designed such that resistance to forward motion in a calm sea is minimised with a view to optimising fuel efficiency.
• the shape of the hull is significant in relation to minimisation of drag, and the drivers of the ideal shape are generally well understood by those skilled in the art.
• One of these drivers of optimum performance is the length of the waterline of the vessel, which should ideally be as long as practical. This is also desirable to minimise the vessel motions and to provide a comfortable ride. However a longer vessel involves a greater construction cost, and generally the extra length is not justified.
• LLB Longitudinal Centre of Buoyancy
• the LCF value is approximately similar to the LCB value, being within 5% at normal vessel draughts. Typically, the LCF value is between 43% and 53% of the vessel length measured from the after end of the water line length of the vessel.
• Figures 1 and 2 of the drawings illustrate LCB and LCF positions of conventional hull configurations.
• Figure 3 is a view corresponding to Figure 1 for a three-hulled vessel.
• the vessel depicted comprises a hull 1 having a bow 2 and a stern 3.
• the design waterline is represented by the line denoted by reference numeral 4 and has length L.
• the LCB is denoted by reference numeral 5 and the LCF is denoted by reference numeral 6.
• the vessel is of three-hull configuration comprising a centrally located main hull 1 and two side hulls 7.
• the design waterline LCF have corresponding reference numerals to those used for the hull shown in Figures 1 and 2.
• the design waterline 4 is also shown for each side hull 7.
• a three-hulled vessel having a main central hull with two amahs or side hull is disclosed in US 6736080 (Armstrong). This type of vessel arrangement can usefully benefit from additional length when designed for high speed.
• the three-hulled arrangement is designed for a high-speed ferry use, it is desirable to moor the vessel stern-on and to provide a wide stern such that the loading and unloading process can be rapidly achieved, as discussed in US5269245 to Bystedt and Toreskog. It is against this background that the present invention has been developed.
• a vessel comprising a hull having an LCF at the design load waterline at rest with a value of less than about 35% of the vessel waterline length measured from the aftermost point of the vessel waterline.
• the LCF is between about 30% and 34% of the vessel waterline length measured from the aftermost point of the vessel waterline.
• the design vessel speed at design load waterline is at or above Froude Number of 0.45.
• the main hull has a length-to-beam ratio on the design waterline of greater than about 8.0.
• the slenderness ratio of the vessel is greater than 7.0.
• the vessel waterline length is between 24 metres and 250 metres.
• the LCB is between about 30% and 45% of the vessel waterline length measured from the aftermost point of the vessel waterline.
• the LCB is between 34% and 42% of the vessel waterline length measured from the aftermost point of the vessel waterline
• the vessel may comprise a single hull vessel.
• the vessel may comprise a multi-hulled vessel.
• the multi-hulled vessel may be configured as a trimaran comprising a centrally located main hull and two side hulls, wherein the main hull constitutes the hull in accordance with the invention.
• the trimaran may be configured as a ferry.
• a trimaran comprising a main hull and two side hulls, the main hull having a LCF at the design load waterline at rest with a value of less than about 34% of the vessel waterline length measured from the aftermost point of the vessel waterline.
• Figure 1 is a schematic plan view of the waterline of a conventional hull configuration, illustrating the LCF position
• Figure 2 is a schematic side view of a conventional hull configuration, illustrating the LCF and LCB positions;
• Figure 3 is a view similar to Figure 1 but for a conventional three-hull configuration
• Figure 4 is a schematic perspective underside view of the hull configuration of a three-hulled vessel according to the embodiment
• Figure 5 is a schematic plan view of the waterline of a conventional hull configuration, illustrating the LCF position
• Figure 6 is a schematic side view of the main hull of the three-hulled vessel according to the embodiment, illustrating the LCF and LCB positions. Best ode(s) for Carrying Out the Invention
• the embodiment shown in Figure 4 and 5 of the drawings is directed to a multi- hulled vessel 10 according to the embodiment.
• the vessel 10 comprises a three-hulled vessel (being a trimaran) configured as high speed commercial or military vessel, such as a ferry, for passenger and cargo transport, including vehicle transport.
• a trimaran configured as high speed commercial or military vessel, such as a ferry, for passenger and cargo transport, including vehicle transport.
• the trimaran 10 has a waterline length between 24 metres and 250 metres, although it is of course not limited thereto.
• the triamaran 10 comprises an understructure 11 and a superstructure (not shown), both constructed primarily of aluminium.
• the waterline in relation to the understructure 11 is identified in Figure 3 by reference numeral 13.
• the under structure 1 1 comprises a centrally located main hull 15 and two laterally spaced side hulls 16 commonly known as amahs.
• the main hull 15 has a forward end terminating at a bow 17 and an aft end terminating at a stern 19.
• the bow 17 may incorporate a forwardly extending bulbous portion 21 below the waterline 13.
• the design waterline of the main hull 15 is represented by the line denoted by reference numeral 23 and has length L.
• the design waterline for each side hull 16 is represented by the line denoted by reference numeral 25.
• the LCB is denoted by reference numeral 27 and the LCF is denoted by reference numeral 29.
• the superstructure (not shown) is configured such that the majority of the weight of the vessel lies in the after part of the vessel (aft of centre of the vessel measured along the waterline length), which for a level trim implies that the centre of buoyancy is also aft of amidships.
• a level trim implies that the centre of buoyancy is also aft of amidships.
• the main hull 15 extends forwardly beyond the useful cargo areas and especially the passenger cabin, in order to provide the longest practical hull within financial constraints.
• the main hull 15 is designed for, and facilitates, implementation of this superstructure configuration.
• the trimaran 10 has a Froude Number of greater than 0.45 and the main hull 15 has a length-to-beam ratio on the design waterline of greater than 8.0.
• the main hull 15 has a LCB lying between 34% and 42% of the vessel waterline length measured from the aftermost point of the vessel waterline 23 which is represented by the value L. This position of the LCB is considerably further aft than the value used for the design of more convention vessels, as depicted in Figures 1, 2 and 3..
• the main hull 15 also has a LCF at the design load waterline at rest with a value of less than about 35% of the vessel waterline length L measured from the aftermost point of the vessel waterline. More particularly, the LCF is preferably between about 30% and 34% of the vessel waterline length L.
• This hull configuration offers relatively low resistance and also the possibility of improved comfort from the reduction of vertical acceleration.
• the LCB and LCF values described above are for the vessel floating at least at the design load waterline.
• the present embodiment provides a vessel with a hull configuration which delivers improved performance while also accommodating a superstructure configured such that the majority of the weight of the vessel lies in the after part of the vessel.
• a vessel to be moored stern-on and provides a wide stern such that the loading and unloading process can be rapidly achieved.
• the centre hull extends forward beyond the useful cargo areas and especially the passenger cabin, in order to provide the longest practical hull within financial constraints. It should be appreciated that the scope of the invention is not limited to the scope of the embodiment described, and that various changes and modification may be made without departing from the scope of the invention.

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• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Filling Or Discharging Of Gas Storage Vessels (AREA)

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Citations (4)

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• 2011
  • 2011-02-11 WO PCT/AU2011/000149 patent/WO2011097685A1/en active Application Filing
  • 2011-02-11 AU AU2011214905A patent/AU2011214905B2/en active Active
  • 2011-02-11 US US13/578,515 patent/US20120304908A1/en not_active Abandoned
  • 2011-02-11 EP EP11741760.0A patent/EP2534038A4/de not_active Withdrawn
• 2016
  • 2016-01-15 US US14/996,736 patent/US20160129973A1/en not_active Abandoned

Patent Citations (4)

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