An investigation on the vertical motion sickness characteristics of a high-speed catamaran ferry

Low frequent motions of vessel may cause motion sickness in rough seas. These undesirable effects induce fatigue of crews during the navigation. The motion sickness is always an important criterion for the high-speed craft design. Modern ferry designs have been marketed with a great emphasis on the seakeeping performance. This research has been carried out by investigating the results on the vertical motion sickness incidence (MSI) study for a 40 m wave-piecing catamaran at seas. The primary purpose of this research is to investigate the vertical motion sickness characteristics of a high-speed catamaran ferry. Two mathematical models, three-dimensional translating–pulsating source distribution technique and three-dimensional pulsating source distribution technique, are used for predicting the vertical acceleration responses of the wave-piecing catamaran in oblique waves. The comparison between numerical predictions and experimental data shows a good agreement except that around the pitch resonance region in FP vertical acceleration motions. Based on the experimental observation, the discrepancies may be caused by the nonlinear effects of centre bow during large pitch motions in waves. The comfort assessments are based on the ISO-2631/1997 standard with the hydrodynamic analysis for determining the acceleration levels in different locations on the vessel. The effects of seating location, wave heading and duration of motion exposure on seasickness are discussed.     

Computation of wet deck bow slam loads for catamaran arched cross sections

A computational model for catamaran wet deck slamming is developed on the basis of the variation of added mass as the hulls enter the water. In the case of a wave-piercing catamaran the bow cross section has a double arch cross section and slamming occurs when the arches fill. Residual air is entrained at the top of the arch due to bubble formation by turbulent mixing and this modifies the effect of the water added mass on the hull. The computational model therefore introduces a soft connection between the water added mass associated with the slam and the hull. The method has been evaluated by comparison with two-dimensional model drop tests in terms of the maximum forces and acceleration imposed on the hull, the variation of velocity during the slam event and the depth of penetration into the water. It is concluded that the added mass computation is adequate for slam modelling in global motions and loads calculations since it gives a good representation of the maximum total forces on the section and their duration.     

Computation of wave-making resistance of a catamaran in deep water using a potential-based panel method

This paper presents a potential-based boundary element method for solving a nonlinear free-surface flow problem for a Wigley catamaran moving with a uniform speed in deep water. Since the interior flow of each monohull of the catamaran is different from the exterior flow, both monohulls must be considered as lifting bodies. The pressure Kutta condition is imposed at the trailing-edge of the lifting body by determining the dipole distribution, which generates required circulation on the lifting part. The effects of wave interference and hull separation on the hydrodynamic characteristics of the catamaran hull are analyzed and the validity of the computer scheme is examined by comparing the wave resistance with the numerical results of others. The present method could be a useful design tool for screening the suitable combinations of hull parameters and hull spacing at the preliminary design stage of catamaran hull.     

HYCAT: Hybrid hydrofoil catamaran concept

A hybrid marine vehicle concept has been developed which utilizes a combination of static and dynamic support. This concept, termed HYCAT² for HYdrofoil CATamaran, combines a planing catamaran hull with two fully submerged hydrofoils mounted in tandem fore and aft. The hullform is developed by adding a high length/beam ratio, high deadrise sidehull along the keel of each catamaran demihull. The sidehull, which is the only portion immersed when operating foilborne, provides buoyancy support. Spray strips provide discontinuities which separate the flow and provide dynamic lift in addition to the hydrofoils. Stability in the heave, pitch and roll degrees of freedom is achieved through the displacement dependent sidehull buoyancy and the rate and displacement dependent lift developed by the spray strips and hydrofoils. A comprehensive series of model tests has been conducted to characterize the smooth and rough water performance.     

Wave-induced motions of an air cushion structure in shallow water

Model tests were conducted on two 1:100 scaled models of a typical concrete gravity substructure at the University of Western Australia. The two models had dimensions 0.5 m length×0.5 m width with the first model being a sealed closed bottom box of height 0.1 m and the second model being an open bottom box with skirt length of 0.1 m. The mass of the air cushion model was changed to accommodate various water plug heights within the skirt chamber. Each model was floated at a constant draft of 0.1 m and tested in water depths ranging between 0.03 m (shallow) and 0.8 m (deep). The environment comprised regular waves with periods ranging between 0.6 and 3.5 s and amplitude of 0.08–0.02 m. To quantify the dynamic response the heave and pitch motions of each model were measured.A simplified theoretical solution based on long wavelength, linear wave assumptions was developed and applied to the geometries in consideration. Improvements to the theory are sought using the forcing function from a boundary element code, as well as utilizing added mass coefficients from free decay experiments. Results show that experimental trends compare reasonably well with analytical solution in particular for periods longer than the natural period. The results show that introducing air cushion support into a CGS increases the pitch response, while having little effect of the heave motion.     

Law and order at sea in the South Pacific: the contribution of the Pacific Patrol Boat project

Under the Pacific Patrol Boat (PPB) program, Australia has supplied twenty-two 31.5 m patrol boats to 12 island countries in the South Pacific. While the primary task of these boats is fisheries protection, they have also been used for a range of other national tasks, including search and rescue, medical evacuations, hydrographic surveying, anti-smuggling and sovereignty patrols. As well as the boats themselves, the program comprises resident maritime surveillance and technical advisers, crew training and through-life logistic support. The PPB program has proven to be highly successful with the benefits of the program exceeding those originally sought by the Australian Department of Defence in establishing the program.     

Investigation of motions of catamarans in regular waves—I

In this paper an analytical technique based on the two-dimensional Green function method associated with a cross-flow approach for taking viscous effects into account to estimate the motion response of catamarans in the frequency domain is presented. In order to validate this method, the numerical results are compared with experimental values obtained for two different catamarans (ASR5061 [Wahab, R., Pritchett, C. and Ruth, L.C. 1971. On the behaviour of the ASR catamaran in waves. Marine Technology, 8, 334–360] and Marintek [Faltinsen, O., Hoff, J.R., Kvalsvold, J. and Zhao, R. 1992. Global loads on high speed catamarans. 5th Int. Symp. on Practical Design of Ships and Mobile Units, University of Newcastle-upon-Tyne, 1.360–1.373]).In the second part of the paper the tests carried out with a third catamaran configuration at the Hydrodynamics Laboratory of the University of Glasgow are presented to evaluate the non-linear effects. These test results cover different speeds and wave heights at a wide range of wave frequencies. The paper concludes that the two-dimensional method correlates very well with measurements of small amplitude motions. For large amplitude motion tests, the non-linear effects become significant when the model speed and wave amplitudes increase. The peak values of heave and pitch motions measured around the resonance frequency are smaller than those obtained from the linear theory.     

An inverse hull design approach in minimizing the ship wave

The Levenberg–Marquardt Method (LMM) and a panel code for solving the wave-making problem are utilized in an inverse hull design problem for minimizing the wave of ships. A typical catamaran is selected as the example ship for the present study. The hull form of the catamaran is described by the B-spline surface method so that the shape of the hull can be completely specified using only a small number of parameters (i.e. control points). The technique of parameter estimation for the inverse design problem is thus chosen. The LMM of parameter estimation, which is the combination of steepest descent and Newton’s methods, has been proven to be a powerful tool for the inverse shape design problem. For this reason it is adopted in the present study.In the present studies, the inverse hull design method can not only be applied to estimate the hull form based on the known wave data of the target ship but can also be applied to estimate the unknown hull form based on the reduced wave height. The optimal hull forms of minimizing wave for a typical catamaran in deep water at service speed and at the critical speed of shallow water are estimated, respectively. Moreover, a new hull form with the combining feature of the optimal hull forms for deep water and shallow water is performing well under both conditions. The numerical simulation indicates that the hull form designed by inverse hull design method can reduce the ship wave significantly in comparison with the original hull form.     

Development of an adaptive disturbance rejection system for the rapidly deployable stable platform–part 1: Mathematical modeling and open loop response

A Rapidly Deployable Stable Platform (RDSP) concept was investigated at Florida Atlantic University in response to military and civilian needs for ocean platforms with improved sea-keeping characteristics. The RDSP is designed to have enhanced sea-keeping abilities through the combination of a novel hull and thruster design coupled with active control. The RDSP is comprised of a catamaran that attaches via a hinge to a spar, enabling it to transit like a trimaran and then reconfigure so that the spar lifts the catamaran out of the water, creating a stable spar platform. The focus of this research is the mathematical modeling, simulation, and response characterization of the RDSP to provide a foundation for controller design, testing, and tuning. The mathematical model includes a detailed representation of residual drag, friction drag, added mass, hydrostatic and hydrodynamic pressure, and control actuator dynamics. Validation has been performed by comparing the simulation predicted motions of the RDSP operating in waves to the measured motions of the 1/10th scale prototype measured at sea. Resulting from this paper is an empirical assessment of the response characteristics of the RDSP that quantifies the performance under extreme conditions and provides a solid basis for controller development and testing.     

广东海域模拟人和无动力渔船海上漂移试验研究

为探讨海上搜救目标无动力渔船和落水人员在海水中的漂移规律,对现有海上搜救目标漂移轨迹预测模型进行评估与改进,国家海洋局南海海洋工程勘察中心于2011年2月和4月在广东近岸海域开展了3组模拟人和2组无动力船海上漂移试验。试验发现模拟人与无动力船大部分时刻的漂移轨迹位于下风向的右侧,80%以上的时刻漂移轨迹位于海流流向和下风向的矢量合成区间内。以漂移速度为应变量,流速和风速为自变量进行二元回归分析发现,广东海域的模拟人和无动力渔船的流致漂移参数约为1.0,风致漂移参数分别为0.019和0.038。     

Numerical investigation of the seakeeping behavior of a catamaran advancing in regular head waves

A numerical study was undertaken in order to assess the capability of an unsteady RANS code to predict the seakeeping characteristics of a high-speed multi-hull vessel in high sea states. Numerical analysis includes evaluation of ship motions, effects of wave steepness on ship response, catamaran natural frequency and added resistance in waves. Computations were performed for the DELFT 372 catamaran by the URANS solver CFDSHIP-Iowa V.4. The code was validated with encouraging results for high ship speeds (0.3≤Fn≤0.75) and high wave amplitudes (0.025≤Ak≤0.1). Comparison with strip theory solutions shows that the RANS method predicts ship motions with higher accuracy and allows the detection of nonlinear effects. Current computations evidence that heave peaks occur at resonance for all Fn, and reach the absolute maximum at Fn=0.75. Maximum pitch occurs at frequencies lower than resonance, for each speed, and absolute maximum occurs at medium Fn=0.6. Maximum added resistance, R_aw, was computed at Fn=0.45, which, interestingly, is near the catamaran Fn_coincidence. Overall, we found similar results as Simonsen et al. (2008) for KCS containership, though, herein, a multi-hull geometry and higher speeds were tested. Also, our results are useful to further evaluate the exciting forces and their correlation with f_e and λ/L_pp.     

Motions and slamming impact on catamaran

Prediction of craft motions and the dynamic loads acting on a catamaran hull are of great importance to the designer. This paper presents the motions of a Vosper International catamaran in head seas with and without forward speed. Two approaches are used—strip theory and the 3D pulsating source method. A method to predict slamming loads acting on this catamaran section using Computational Fluid Dynamics is presented. The loads acting on catamaran hulls and the cross structure are illustrated.     

A study of overflow simulations using MPAS-Ocean: Vertical grids,resolution, and viscosity

MPAS-Ocean is used to simulate an idealized, density-driven overflow using the dynamics of overflow mixing and entrainment (DOME) setup. Numerical simulations are carried out using three of the vertical coordinate types available in MPAS-Ocean, including z-star with partial bottom cells, z-star with full cells, and sigma coordinates. The results are first benchmarked against other models, including the MITgcm’s z-coordinate model and HIM’s isopycnal coordinate model, which are used to set the base case used for this work. A full parameter study is presented that looks at how sensitive overflow simulations are to vertical grid type, resolution, and viscosity. Horizontal resolutions with 50 km grid cells are under-resolved and produce poor results, regardless of other parameter settings. Vertical grids ranging in thickness from 15 m to 120 m were tested. A horizontal resolution of 10 km and a vertical resolution of 60 m are sufficient to resolve the mesoscale dynamics of the DOME configuration, which mimics real-world overflow parameters. Mixing and final buoyancy are least sensitive to horizontal viscosity, but strongly sensitive to vertical viscosity. This suggests that vertical viscosity could be adjusted in overflow water formation regions to influence mixing and product water characteristics. Lastly, the study shows that sigma coordinates produce much less mixing than z-type coordinates, resulting in heavier plumes that go further down slope. Sigma coordinates are less sensitive to changes in resolution but as sensitive to vertical viscosity compared to z-coordinates.     

Laboratory flume studies on monochromatic wave-fine sandy bed interactions: Part 1. Soil fluidization

Tests on two fine sandy soils (d₅₀ = 0.134 mm and 0.092 mm) under monochromatic wave actions were conducted in a wave flume of 37 m (L) by 1.2 m (H) by 1 m (W) to investigate characteristics of fluidized responses. The pore pressure measurements demonstrate only an unfluidized response in the coarser sandy bed, while in the finer one, two more feature fluidized responses. Fluidized responses are similarly classified into resonantly and non-resonantly fluidized according to Foda and Tzang [Foda, M.A., Tzang, S.-Y., 1994. Resonant fluidization of silty soil by water waves. J. Geophys. Res., 99-C10: 20463–20475.]. At a given depth, they are in principle defined by magnitude of fluidization ratio between excess pore pressure and static soil stresses and by the occurrence of a resonance event in the same test series. Inside the sandy bed, the excess pore pressures of a fluidized response are almost initiated simultaneously. Their magnitudes are essentially in static balance to the integrated weight of overlaying fluidized soil layers. Comparisons with previously reported data from a silty bed (d₅₀ = 0.05 mm) by Foda and Tzang have immediately indicated the importance of grain fraction. With less fine constituents, surface layers of the two sandy soils are less susceptible to fluidization. Resonance mechanism is evidently diminishing in a resonantly fluidized response, and re-fluidization becomes less potential in the subsequent tests. In a resonantly fluidized response, pore pressures at a given depth would start to resonantly grow from a fluidization ratio of 7–14%. In a few wave cycles, resonant growth subsides at a fluidization ratio of greater than 50%, which value increases with depth. The analyses clearly illustrate that fluidization tends to be initiated in surface layers and fast spreads into lower layers. Fluidization is dependent on finer constituting grains, smaller shear modulus G and permeability k and thinner boundary layers in bed soils. Measurements of previous silt tests are analyzed to show that lower limits of wave steepness on resonantly fluidizing a soil bed increase linearly with relative water depth ranging from 0.13 to 0.23. Data of present fine sand tests have preliminarily confirmed the linear trend. Over a fluidized sandy bed, similar vivid sediment suspensions were observed during wave generations as had been reported in silt tests.     

8.5m敞开式硬底橡皮工作艇概念设计

橡皮艇的种类繁多、型号各异,有部队作战用的军用艇、武警防汛救援的防汛艇、专门追求速度的挂机艇、完全手动的皮划艇、体验激流乐趣的漂流艇、用于近海垂钓的钓鱼艇等。中国的橡皮艇业在近几年有着飞速的发展。文章从硬底橡皮工作艇基本特点和生产知识、概念设计目的和意义,以及概念设计对产品设计重要性等方面进行介绍,运用Solidworks软件对橡皮工作艇进行尺寸选择和结构布局设计,从而体现外观设计的人性化。通过对橡皮工作艇基本知识和主要设计理论的介绍,加强对橡皮工作艇设计方面的掌握。     

Wave forces and moments on an intake well

A sea water intake well of size 20 m diameter and 15.5 m height in a water depth of 9.8 m is proposed north of the Visakhapatnam Port for a project to extract magnesia from sea water. A 1:25 scale model of the intake well was tested in the wave basin of the Ocean Engineering Centre, Indian Institute of Technology, Madras to measure the wave forces and moments on the intake well and the variation of water levels inside and outside the well. Accordingly, an intake well model of 0.8 m diameter and 0.62 m height was fabricated and fixed over a false bottom in a wave basin. The well model was subjected to the action of both regular waves for two test conditions, intake well inlet closed during installation and intake well inlet open. The experimental results on wave forces and moments were compared with the results of the Linear Diffraction Theory. The water level inside the well was measured to determine the submergence of suction pipes of pumps and location of the inlet opening of the intake well. The wave crest elevation in front of the well was also measured in order to fix the deck level of the well so as to avoid water overspill onto the deck. The salient results of the present study are presented and discussed in this paper.     

Hydrodynamic response of the Breton Sound estuary to pulsed Mississippi River inputs

Pulsed re-introduction of Mississippi River water into the deltaic plain has been proposed as a wetland restoration strategy for coastal Louisiana. In this study, the hydrodynamic response of the Breton Sound estuary to a two-week pulse of Mississippi River water via the Caernarvon river diversion structure was investigated using a barotropic, three-dimensional, Finite-Volume Coastal Ocean Model (FVCOM). The numerical model was driven by tidal and subtidal forcing at the open Gulf boundary, freshwater discharge from the Caernarvon river diversion structure, as well as wind stress at the water surface. After successfully validating the model with field observations, three numerical experiments were run to assess the response of current, water level, and marsh flooding to different diversion discharge scenarios. The three scenarios considered were: a pulsed scenario of ∼200 m³ s⁻¹ corresponding to the actual diversion discharge in March 2001, a constant discharge scenario of 40 m³ s⁻¹ corresponding to the annually averaged discharge of 2001, and a scenario with no discharge. Numerical simulation results indicated that constant 40 m³ s⁻¹ discharge caused little change in wetland inundation comparing to the no discharge case and, thus, inter-exchange between deep channels and the wetlands was not improved by this rate of diversion discharge. In contrast, the two-week ∼200 m³ s⁻¹ discharge caused enhanced water exchange between wetlands and adjacent water bodies, substantially increasing water velocity in the bayous and channels of the upper estuary. These effects occurred in the estuary to about 20–25 km from the diversion structure, and caused a noticeable increase in down-estuary residual current with a significant reduction of local estuarine residence times for the whole estuary. Beyond 30 km from the diversion structure, the impact of high water discharge was small and the hydrodynamics was mostly controlled by tides and wind.     

TBT contamination of an artisanal subsistence fishery in Suva harbour,Fiji

The intertidal zone around the Suva Peninsula, Fiji, supports separate finfish and invertebrate subsistence fisheries. This important source of fresh marine food for many low-income families around metropolitan Suva is under threat from foreshore reclamation projects and from anthropogenic biochemical pollution. Damage to or loss of this invertebrate intertidal fishery would remove a significant area where urban dwellers can pursue this traditional (non-cash) means of seafood acquisition. In 1996, Suva Peninsula was considered for the development of a marina, hotel, aquarium, roads, walls, and other structures. There is also increasing evidence of a serious anthropogenic TBT (tributyltin) pollution threat to the local invertebrate fishery. Although this substance is well known to have ecologically deleterious effects, its use is unregulated in Fiji. The inputs are likely to be large commercial vessels, and in particular the shipyards around the west side of Suva Harbour, where TBT antifouling coatings are both applied and removed, the old paint debris being allowed to wash into the harbour. Inputs from small boats are probably less important as there are relatively few (<150 boats) but uses of TBT, as a wood treatment chemical, for example, may lead to other inputs (but these have not been investigated). Samples of Anadara antiquata and Gafarium tumidum contained high levels of TBT ranging from <50 ng TBT gm⁻¹ to 240 ng TBT gm⁻¹. Samples of the edible bivalve G. tumidum taken from the Lami Dump intertidal zone had accumulated 10,500 ng TBT gm⁻¹. The values of TBT in Suva Harbour and Laucala Bay sediments have reached levels that are among the highest in the world and indicate that these sediments are functioning as geochemical sinks for this toxic organotin substance.     

Centrifuge modeling of suction bucket foundations for platforms under ice-sheet-induced cyclic lateral loadings

This paper presents the results of a series of centrifuge model tests performed to study the behavior of suction bucket foundations for a tension leg platform in the Bohai Bay, China. The target lateral loadings were from ice-sheet-induced structural vibrations at a frequency of 0.8–1.0 Hz. The results indicate that excess pore water pressures reach the highest values within a depth of 1.0–1.5 m below the mud line. The pore pressures and the induced settlement and lateral displacement increase with the amplitude of the cyclic loading. Two failure modes were observed: liquefaction in early excitations and settlement-induced problems after long-term excitations.     

Comparison of the radiometric signatures of ore boats and their wakes at 35 GHz with model calculations

Vertically polarized antenna temperatures of ore boats and their wakes were measured with a 35-GHz radiometer from a helicopter platform. The signatures of the boats appear to be independent of viewing angle at a temperature which is about 40 K cooler than the surrounding water. The signatures of the wakes show a dependence on viewing angle. Models for the antenna temperature are presented which fit the measured data to within the accuracy of the measurement and model parameters. These models are useful in themselves for predicting the antenna temperatures of targets in terms of parameters such as viewing angle, beam fill factor (BFF), antenna main beam efficiency, and target emissivity.