Search

Motor yacht design is a multidisciplinary process that includes qualitative, quantitative, and iterative analyses. There are many personalized design and engineering steps from construction material selection to interior design; therefore, a practical design guide is required. In this study, 27 active lobster-type motor yachts whose overall lengths range from 10.5 m to 22.6 m were investigated in terms of hull and superstructure design and propulsion. Hull forms are modeled with CAD and form characteristics are calculated. Moreover, the hull form, superstructure, and deckhouse design parameters are presented using CAD data, and length-based correlations are made using layouts. In addition, the Savitsky method is used for semi-planning and planning hulls to calculate resistance and power data. The existing conventional diesel-mechanical and diesel-pod drive propulsion systems onboard yachts are compared, and alternative propulsion systems are discussed. Finally, a novel and practical design framework is created for use in the preliminary design phase of lobster-type motor yachts.

A sailing yacht is a human-centred product, the design of which revolves primarily around the wants and desires of the future owner. In most cases, these preferences are not measurable, such as a personal aesthetic feeling, or a need for comfort, speed, safety etc. The aims of this paper are to demonstrate that these preferences can be classified and represented numerically, and to show that they are correlated with the type of yacht owned. As a case study, the owner’s preferences for deck equipment are considered. These are determined by pairwise comparisons of the importance rankings for features previously defined by yacht owners, following the analytic hierarchy process (AHP) method. As a result, a quantitative representation of these preferences is established, and they are shown to be correlated with the type of yacht. The findings of the current study show that the yacht owners’ preferences can be represented numerically, leading to a utilitarian conclusion that concerns the support and even some degree of automation of the design process.

Bodrum Gulets are worldwide known sailing yachts, for their unique designs and cultural background that they have. In this paper, sail and rigging parameters of Bodrum Gulets with schooner and ketch type riggings are examined and parametric models are developed by using the data collected from 20 Bodrum Gulets with schooner and 27 Bodrum Gulets with ketch rigging configurations. Parametric models are used to compare sailing performances of two different sail and rigging types on Bodrum Gulets. The results show that, for the parametric model that obtained by using the hull form, sail and rigging parameters, the difference between sail area of ketch and schooner configuration is 14%. However, the polar graph shows that the difference between the hull speeds of two rigging configurations is in the range of 1.5–10%. Finally, a design framework for the hull, sail and rigging parameters of Bodrum Gulets is developed. [ABSTRACT FROM AUTHOR]

Motor yacht design is a multidisciplinary process that includes qualitative, quantitative, and iterative analyses. There are many personalized design and engineering steps from construction material selection to interior design; therefore, a practical design guide is required. In this study, 27 active lobster-type motor yachts whose overall lengths range from 10.5 m to 22.6 m were investigated in terms of hull and superstructure design and propulsion. Hull forms are modeled with CAD and form characteristics are calculated. Moreover, the hull form, superstructure, and deckhouse design parameters are presented using CAD data, and length-based correlations are made using layouts. In addition, the Savitsky method is used for semi-planning and planning hulls to calculate resistance and power data. The existing conventional diesel-mechanical and diesel-pod drive propulsion systems onboard yachts are compared, and alternative propulsion systems are discussed. Finally, a novel and practical design framework is created for use in the preliminary design phase of lobster-type motor yachts. [ABSTRACT FROM AUTHOR]

Yacht design is a multidisciplinary process that consists of set of iterative sub-processes. The main aim of the whole process is to reach the optimum design that satisfies not only the engineering-related requirements, but also the user's expectations. In the preliminary design process, determination of the type and the main dimensions of the yacht according to the user's preferences is followed by the processes such as the general arrangement plan, determination of the hull form and superstructure design, estimation of hydrostatic and hydrodynamic characteristics, etc. In this research, it is aimed to obtain a parametric design framework which enables to reach hull form characteristics, layout parameters and resistance estimation values with respect to various speeds, only by using only LOA of trawler type motor yachts. In this content, 26 trawler type motor yachts were investigated and their hull were modeled for speedresistance calculations. As a result of the research, graphics and tables were presented that allow to reach the characteristic parameters, which are important in terms of design and engineering, by using only the LOA value in the preliminary design phase of the trawler type motor yachts. [ABSTRACT FROM AUTHOR]

Yacht design consists of multidisciplinary processes to obtain optimum solution that satisfies the requirements of the users as well as regulations to assure the safety at sea. Following the determination of the yacht type, processes such as preparing the general layout plan in line with the demands and expectations of the user, making hydrostatic calculations and speed-power calculations, determining the hull and superstructure design are followed. In these processes, the main engine selection, which is made depending on the speed and performance expectations, affects not only the engine room, but also many details such as the shaft angle of the boat, the propeller-hull clearance, the placement of the areas adjacent to the engine room. In this research, Bodrum Gulets, which are among the boats unique to Türkiye and produced with custom design and manufacturing processes, are discussed and it is aimed to examine the effects of the number of engines from the design and engineering perspectives. In this context, a total of 46 Bodrum Gulets were examined, and in line with the values obtained, selected parameters have been compared from the design and the engineering perspectives. While the engine room layout plans of the investigated yachts were used for comparison in terms of design, shaft angle was used in comparison in engineering-based evaluation. Moreover, investigated models' resistance and consequently the power requirements have been compared with the installed engine powers. The results show that models with single main engine are advantageous in terms of requiring less height and consequently less space for the engine room and propulsion efficiency perspectives. The mean value for the ratio between the required height to the height of the engine is calculated as 1.428 for the single engine and 1.982 for the twin engine configuration. Moreover, the results show that the mean value of the shaft angle is 5.29 for single engine and 8.16 degrees for the twin engine configuration. Additionally, the study shows that there is a gap between the calculated power and the installed power, which causes over consumption especially for the twin-engine configuration for the Bodrum Gulets. [ABSTRACT FROM AUTHOR]

Copyright of Maritime Faculty Journal (Dokuz Eylül University) is the property of Dokuz Eylul University Maritime Faculty Journal and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Depending on the developing technology, the increase in the options of yacht production methods and materials has gained an important role not only sizewise but also in the increase of variety of yachts. In addition to the effects of the individualization concept, this diversity has once again revealed the importance of the need for design solutions on issues such as usage, functionality, efficiency and aesthetics. The dynamic and challenging nature of the environment, in which these assets are used, , the design process of yachts requires the pursuit of an interdisciplinary process. This study aims to consider the yacht design process both in terms of engineering discipline and design discipline, and to update the design spiral that describes the yacht design processes. Within this study, the related, literature was reviewed and more data has been obtained from current academic studies on yacht design process, sector-oriented magazines and internet resources, and on-site observation was made in Bodrum Içmeler Boatyard Area. The study reveals that the interior design process, in which the design discipline is at the forefront, and the superstructure and exterior design processes should not be considered as sub-headings under the engineering process, but as additional processes, which supervene on engineering processes.

The launch of the 323-ton private brig rigged yacht Pantaloon at Troon in 1831 for the Duke of Portland, marks the opening of the final and contentious 'Symonds' era in British wooden hull naval architecture. Designed for the duke by Captain William Symonds RN it was immediately acquired by the Royal Navy as a fast armed ocean-going dispatch boat. After Symond's controversial appointment as Surveyor of the Navy the following year, it was regularly pitted in sea rating trials against old and new designs, culminating in its inclusion in the gruelling 1844-46 Experimental Squadron trials. Either side of this engagement it served in the dangerous Preventative Service cruising the West Coast of Africa to intercept fast slavers trading to Cuba and Brazil. After serving with Pantaloon was decommissioned in 1852. [ABSTRACT FROM AUTHOR]

Art and architecture have been unbreakably linked together for centuries, and the question that spontaneously arises is why it cannot be the same for art and yacht design. The field in which the research is carried out is placed at the crossroads between art and architecture, of which yacht design can be considered a category. There is a lack of references to the artistic field in the yachting sector in literature, so the parallelism between architecture and “floating” architecture is performed: the ships are the emblem of closure, and the stylistic evolution has begun bearing fruit in recent years. The paper aims to outline the current state of the art of the relationship between art and yachting. The first part analyses the relationship between art and architecture, while the second part discusses art concerning naval design: here, the case studies analysis highlights how art onboard is still considered an accessory rather than a backbone of the project.

The design, at this moment, can be thought through recyclable products with low environmental impact, through: sustainable materials, control of production costs, optimization of components and preferably accessible products, therefore usable by everyone. Morphological research leads to the generation of products defined by a single sign generating messages with high intensity and strong connotations.

Copyright of Maritime Faculty Journal (Dokuz Eylül University) is the property of Dokuz Eylul University Maritime Faculty Journal and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The stability of a ship is the most important safety criteria to be considered during the design process, in fact an error in the design of the hull. An error in the stability evaluation has two different levels of danger, each one related to the other: the loss of stability leads to the loss of the ship, and this loss usually happens suddenly and quickly, causing a serious danger for the passengers. At the same time, in last decades, yachts have been changing significantly, increasing their dimensions from "boat" to "ships", and the Rules have followed this change setting different criteria to be met. This has led to a different approach to motor yacht design, and to the way of building yachts, considering new materials, manufacturing, etc. For a designer 'managing the stability of a yacht' is the capability to have control over the trim and heel when an inclining cause occurs. This capability is strictly related to the hull shape and the weight distribution in three-dimensional space; the criteria of stability for motor yachts have been raising especially in last 2 decades, becoming more and more strict, but this request has to fight with the development of the market and the design that requests always larger superstructures, creating a serious conflict for the naval architects. Considering the importance of stability, undoubtedly considered as mandatory, we can underline the relevance of a method for an immediate evaluation of the parameters involved, especially at the beginning of the project, in order to foresee the stability of a motor yacht and operate in an interactive way with the production department. The suggested method aims at filling a void in the available documentation, referring to a methodology already known and used in Naval Architecture for the evaluation of the residual resistance of the various hulls, with the creation of a systematic database, but this methodology has net yet been applied to stability. The search for the stability parameters is usually done applying a direct weight estimation, considering the weight of each items, like shell plates, girders, single machinery etc. and the position of the center of gravity and then, once, estimated the center of gravity of the ship, verify if the stability criteria are satisfied. But the interactivity concept contained in the proposal is to have already a target to aim, in terms of position of center of gravity G, and constantly adjusting the distribution of each item to come close to that value, similarly to the already mentioned method to aim at values of geometrical parameters regarding the resistance. The present work, in order to provide this method for the stability, will examine a series of various motor yachts, with their inclining experiment and data, in order to create a methodological criteria to foresee the performances in terms of stability and the main design criteria that can be adopted. The method will give values and tendencies of main stability parameters to be aimed before starting the project, without having to follow the complete process of a preliminary calculation, with an important saving of time. [ABSTRACT FROM AUTHOR]

In naval design it is common practice to define an internal regular web frame made of longitudinal elements and transversal sections with the purpose of giving stiffness to the whole structure and, at the same time, promoting lightness. In this work, FEM simulation and Topology Optimization (TO) tools are implemented to present a different approach in placing the reinforcements inside the hull of a sailing dinghy. The methodology proposed in this paper considers as a starting point the volume inside the hull and the deck completely filled with material and the result after the simulations is a free form shape of the sailboat reinforcements. The TO procedure is based on two different input FEM solutions: one is the result of a structural analysis on the boat loaded with real forces acting during navigation and the other one is the result of a modal analysis aimed to extract natural frequencies of the structure. The result must fulfil several requirements such as weight, stiffness and stress. TO models have been compared with a traditionally designed sailboat with the same total mass and relevant improvements have been obtained in terms of local stiffness and reduction of moments of inertia. [ABSTRACT FROM AUTHOR]

The quality of the environment is related to the availability of natural lighting and views. In the field of yachting, the design solutions proposed make this relation critical. The demand of representation and sociality required needs the introduction of new systems of windows, new concepts of terraces and new layouts. These proposed solutions contribute to create a new relation between the interior of the boats and the exterior deck, attributing new meanings within the social idea of ‘going into the sea’. The small portholes aspire to become large openings for dialogue with the sky and sea. The unstable horizon of the boat, related to the dynamic changing nature of views and the changing natural lighting, generates very difficult conditions about the control of the factors that can help the designer to determine the good size of the domestic interiors and their relationship with the environment. This paper presents the results of a research based on the topic of the visual pleasantness in yachting, conducted at the Department of Architecture, University ‘G. D'Annunzio’ of Chieti-Pescara (Italy). The research has developed a system of guidelines for the aware-design of the openings to the outside in the nautical living spaces, taking into account the constraints imposed by the marine environment, activities and postures of users. [ABSTRACT FROM AUTHOR]

Copyright of METU Journal of the Faculty of Architecture / Mimarlık Fakültesi Dergisi is the property of METU Journal of the Faculty of Architecture and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Acoustic comfort is an essential need in all indoor environments where people stay for a long time. Both residential buildings and yachts must guarantee a high level of acoustics comfort. However, the international standards and guidelines framework is very fragmented. In this paper the authors propose a parallelism of the regulatory framework and scientific literature between these two sectors. In details, the most important international technical standards have been analysed in order to create a picture of acoustic requirements and acoustic classification schemes. Then a wide number of acoustic comfort indicators proposed in the scientific literature was collected and grouped. Collected data indicate that on the one hand the acoustic comfort in buildings is widely studied, but at international level a shared framework of acoustics requirements and classification schemes have not been reached. On the other hand, the acoustic comfort on board has been less investigated; the threshold values of some comfort indicators are provided in the international guidelines. In few studies, typical indicators of the building sector have been employed in yachts. The extension of the field of application of acoustic comfort indicators developed for buildings to the boat sector appears a promising solution for improving the fragmentation of the current guidelines. • Acoustic comfort requirements for building and boat sectors are compared. • Regulatory framework and guidelines of both sectors are analysed. • Acoustic comfort classification schemes of both sectors are analysed. • In the boat sector, new acoustic quality indicators need to be used. • Acoustic quality indicators used in the building sector could be useful for evaluating acoustic comfort on board. [ABSTRACT FROM AUTHOR]

Abstract: The author presents an original algorithm aimed at automatically generating the hull shape of a sailing yacht starting from an initial set of parameters. The procedure consists of two steps. First one keel line and a Designed Water Line (DWL in the following) are faired according to a set of parameters, say length of water line, canoe body draft, stem angle and some adimensional coefficients. This information is then used to fair the hull surface, which must in turn fulfil more prerequisites (parameters like displaty cement, floatation area and related coefficients). The hull is defined by means of a B-spline surface, the fairing of which is ensured by allowing for all the imposed objectives and constraints. An optimisation technique based upon the gradient method ensures that a reliable solution is obtained in a very short time. [Copyright &y& Elsevier]

Abstract: This paper presents a review of the mathematical models which can be adopted to describe the different physical phenomena characterizing the flow around a sailing yacht. The complete model accounting for laminar–turbulent transition regime, free-surface dynamics and fluid–sails interaction is introduced as long as some simplified models that have been used to reduce the computational complexity. Drawing on the experience of the Ecole Polytechnique Fédérale de Lausanne (EPFL) as Official Scientific Advisor to the Alinghi Team, winner of the 2003 America’s Cup, we discuss the role of Computational Fluid Dynamics simulations based on Reynolds Averages Navier–Stokes (RANS) equations and their integration in standard yacht design process. Numerical results in different areas (appendages design, free-surface flows, aerodynamics of sails) are presented and discussed. [Copyright &y& Elsevier]

The roll motion of a yacht at zero Froude number is investigated, motivated by limitations of existing theoretical models of roll motion when applied to bodies with large appendages. A time domain single degree of freedom roll model has been developed in order to identify the dominant excitation and damping sources. The canoe body forces were determined from a wave diffraction program whilst the appendages were treated as fully submerged flat plates. Calculation of the forces acting was based on a stripwise Morison formulation. A series of full scale validation experiments has also been conducted, in calm water and in ocean waves.The results show that the keel, rudder and sail dominate the damping, whilst the canoe body contributes very little. The hydrodynamic damping is non-linear with respect to wave amplitude, but the overall damping with a sail hoisted is only weakly non-linear with respect to wave amplitude because the sail dominates the damping, particularly in a wind field. The numerical model predicts a strong influence of wave heading which is not borne out by the full scale trials. [Copyright &y& Elsevier]