Design of Hydrofoil Craft for Balikpapan-Penajam Route

Wira Setiawan, Alamsyah, Suardi, R. Jamal Ikhwani and Luthfi Habibi

Institut Teknologi Kalimantan

Keywords: Hydrofoil craft

Abstract: The construction of the Balikpapan-Penajam bridge in order to accelerate the mobilization of goods and

passengers is a policy that needs to be highlighted from a maritime perspective. In addition to the huge

investment costs, this infrastructure work is very likely to turn out sea transportation, which currently

consists of Ro-Ro ferry, Speed boat, and traditional wooden boat. One of the innovations in shipping that

can respond to the challenge is the hydrofoil craft. This vessel is designed as a fast ship by utilizing the lift

force acting on the foil to produce more speed due to the reduced wetted surface area. The design of this fast

ship was carried out using max surf software and CFD simulations to determine foil performance. Based on

the results of the study, it is obtained LoA: 2.4 m, B: 1 m, H: 0.53 m, T: 0.27 m. The Hydrofoil used is

NACA 64 (1) 212 type with Angle of Attack 20 °, Cl/Cd: 1,424, which results in a greater lift force than the

weight at a lifting speed of 17 Knots. The stability analysis shows a maximum GZ value of 0.201 at a heel

angle of 48.2 °, and an Initial GMt at heel angle of 0 ° is 0.444 m and fulfilled the IMO HSC 2000 criteria in

intact stability for monohull and submersed hydrofoil.

1 INTRODUCTION

Balikpapan-Penajam is two cities in East

Kalimantan separated by the sea. This condition is

used as a source of income for Ferry Ro-Ro crossing

vessels managed by the government and, moreover,

individual businesses in the form of fast boats and

traditional wooden boats. In 2019, it is planned to

begin construction of a crossing bridge connecting

the two regions at an expensive cost with a length of

7.35 km. The main reason for the building of this

bridge is to accelerate the mobilization of passengers

and goods that have been able to take between 30-60

minutes by sea transportation.

The challenge experienced so far can be

overcome by using a hydrofoil ship. Foil on ships

can facilitate the operation of the fast ship in deep or

shallow waters. The application is quite simple,

namely by adding foil and strut to the underside of

the ship's hull to provide lift due to the pressure

difference on both sides of the foil (Wonggiawan,

2015). To apply hydrofoil on the ship, an accurate

calculation is needed in determining the type of foil,

the angle of attack, and the placement of the foil

(Slamet and Suastika, 2012). This is needed to

ensure that the hydrofoil design has a greater lift

force than the weight of the ship. In addition, error

calculation can also cause problems in ship

performance, particularly stability (Purwanto et al.,

2010).

Hydrofoil Crafts’ hull shape tends to be V as

typical of the other fast speed ships. It can also be

combined with single and many hull shapes. The

unique advantage of this type of ship is that the

resistance can be reduced by 35% (Sunardi et al.,

2016). This is because of the hull as a component of

the ship is immersed in water so as to cause drag on

the ship, raised in such a way by the pressure

difference that occurs on the two sides of the foil.

The reduced resistance that occurs will result in

lower engine power needed to drive the ship.

Lifting force on the ship as the main concept is

designed so that the foil used can maximize the life

force that is generated greater than the weight of the

ship. Hydrofoil effects of increasing lift on the ship

when speed is added. After the hull is lifted from the

water to the maximum extent, the required lifting

force is constant (Slamet and Suastika, 2012). The

lift force depends on the coefficient of lift generated

by the foil itself.

The coefficient of lift is influenced by the design

of the chamber shape of the foil. The coefficient of

lift produced by a foil varies linearly with a certain

angle of attack (α). To get the maximum lift force,

Setiawan, W., Alamsyah, ., Suardi, ., Ikhwani, R. and Habibi, L.

Design of Hydrofoil Craft for Balikpapan-Penajam Route.

DOI: 10.5220/0009405700640068

In Proceedings of the 1st International Conference on Industrial Technology (ICONIT 2019), pages 64-68

ISBN: 978-989-758-434-3

the angle of attack parameter and the selected chord

foil are those that have the highest lift and drag ratio

(L / D) (Slamet and Suastika, 2012).

This cannot be separated from the speed of the

ship itself. The greater the speed of the ship, the

greater the lift force (Aji et al., 2016). In terms of

Froude Number, at relatively low speeds (Fn <1.8),

foils actually increase ship resistance while at

relatively high speeds (Fn> 1.8), foils reduce ship

resistance (Sunardi., 2016).

Another thing to note is that the angle of attack

configuration must be precise. Failure to make

correct adjustments will cause the hull to collide

with sea level, which will affect the stability of the

ship (Purwanto et al., 2010). The position of foils

supported by strut also greatly affects the resistance

and stability of the ship. For a single hydrofoil, the

most optimum position is just below the CG of the

ship to reduce the resistance (Sunardi et al., 2016).

While the position of fore hydrofoil was 3/5 Lpp

from LCG (Slamet and Suastika, 2012)

However, besides all the technical aspects

described above, it is also important to discover the

limit of the angle of attack where the ratio of lift

coefficient/drag coefficient still provides an

advantage that affects the lifting force of the foil.

2 METHOD

The ship’s hull is designed by using max surf

modeler software. The dimension of the ship used is

the same as the Balikpapan-Penajam crossing fast

boat. Before being built, the design is analyzed both

related to resistance and stability, also by using the

Maxsurf resistance and Maxsurf stability software

packages. Ship resistance is obtained by using two

Savitsky method to predict the engine power needed

at a maximum speed of 30 knots. Whereas stability

for the fast boat is calculated based on the criteria of

code for the safety of High-Speed Craft (HSC 2000)

both for monohull and submersed hydrofoil issued

by the International Maritime Organization (IMO).

On the other hand, to determine the appropriate

foil to the ship that has been designed, the foil that

has the highest Cl / Cd ratio was selected to generate

an optimum foil performance. The types of foil

compared were NACA 23012, NACA 0015, NACA

2412, and NACA 64A12 with various angles of

attack by using Computational Fluid Dynamic

simulation.

Cl=

ρ. v

.AP

(1)

Where :

L: Lift Force (N)

ρ: Fluid Density (Kg/m3)

Cl: Lift Coefficient

v : Velocity (m/s)

AP: Plan Area (m2)

Cd=

ρ. v

.AP

(2)

Where :

D: Drag Force (N)

ρ: Fluid Density (Kg/m3)

Cd: Drag Coefficient

v : Velocity (m/s)

AP: Plan Area (m2)

3 RESULT & DISCUSSION

3.1 Design

The dimension of the hydrofoil vessel is created

according to the size of the Balikpapan Penajam

crossing fast ship. It is needed in order to facilitate

the shipbuilding process, which will be carried out in

further research.

Table 1: Main Dimension of Hydrofoil Craft

Item Dimension

Length Overall (LoA) 2.40 m

Breadth (B) 1.00 m

Depth (H) 0.53 m

Draft (T) 0.27 m

Figure 1: Body Plan of Hydrofoil Craft

Figure 2: Profile and Plan View of Lines Plan

Design of Hydrofoil Craft for Balikpapan-Penajam Route

Due to the dimension, a V-type fast hull with a

hard chine is designed that separates the bottom and

side hull with a 14 ° deadrise, and the stern is likely

to be raked. The coefficient block is made slim 0.45

but still notice the load capacity, while the

coefficient of midship is 0.75. Displacement of ships

designed with Fiber Reinforced Plastic (FRP)

materials is 0.33 tons with LWT and DWT of 0.06

tons 0.27 tons, respectively. The area of the wetted

surface is 2,574 m2, which will be 0 when the ship is

in lifting condition. For the starting point of the

longitudinal stability, the ship has a stern trim of

0.07 °.

Figure 3: Isometric View of Hydrofoil Craft

3.2 Resistance

Resistance is the most important indicator that can

be significantly reduced on hydrofoil craft. The

prediction is made by using the Savitsky method up

to 100% Maximum Continuous Rating at 30 knots.

Based on the Maxsurf Resistance simulation results,

the resistance of 0.72 - 0.88 kN is obtained at a

service speed of 25-30 knots with engine power

requirements of 12.5-18.4 HP, as shown in table 2

and figure 4.

Table 2: Resistance of Hydrofoil Craft

Speed

(Knot)

Froude

Number

Resistance

(N)

Power

(HP)

8 1.588 776.18 4.284

10 1.986 752.78 5.193

12 2.383 690.90 5.720

14 2.780 643.36 6.214

16 3.177 618.91 6.832

18 3.574 615.07 7.638

20 3.971 628.92 8.678

22 4.368 657.75 9.983

24 4.765 699.40 11.58

26 5.163 752.27 13.493

28 5.560 815.13 15.746

30 5.957 887.07 18.359

Figure 4: Power v Speed Curve

Figure 5: Resistance v Speed Curve

Figure 5 explains that as most ships commonly, a

hump occurs at a speed of 8.5 knots and increases

sharply in the speed range of 20-30 knots. Humps

can occur due to wave patterns that are longer than

the length of the ship. Hump is a bad condition to

operate the ship because it generates a greater wave-

making resistance at low speeds so that it consumes

more fuel.

3.3 Stability

Intact stability is calculated by using three criteria,

namely High-Speed Craft (HSC) 2000 Annex 8 for a

monohull, HSC 2000 Submersed hydrofoils Hull

borne mode, and HSC 2000 Submersed hydrofoils

Transitional and foil borne modes. The results of the

max surf software simulation present stability with

displacement of 0.33 tons, LCG = 0.923 m, VCG 0.1

m, and TCG 0.0 m, thus it is obtained data that meet

all aspects of safety, for example, maximum GZ

0.201 at a heel angle of 48.2° and Initial GMt at 0°

heel angle is 0.444 m. Special for hydrofoil, wind

heeling, and angle of equilibrium with passenger

crowding also meet the requirements.

0 4 8 12 16 20 24 28 32

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5

Sav itsky Planing

Speed kn

Power hp

Beam- based Froude number

Legend

Sav itsk y Plan ing

100

200

300

400

500

600

700

800

900

1000

1100

1200

0 4 8 12 16 20 24 28 32

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5

Sav itsky Planing

Speed kn

R esistance N

Beam-based Froude number

Legend

Sav i ts ky Planing

ICONIT 2019 - International Conference on Industrial Technology

Table 3: Intact Stability Result

Criteria Value Units Actual

Code: HSC 2000 Annex 8 Monohull. Intact

1.1 Weather criterion from IMO A.749(18)

The angle of steady heel

shall not be greater than

(<=)

16.0 deg 1.0

The angle of steady heel /

Marginline immersion

angle shall be less than

(<)

80.00 % 15.85

Area1 / Area2 shall not be

less than (>=)

100.00 % 261.48

1.2 Area 0 to 30 or

GZmax

3.1510 m.de

3.2567

1.3 Area 30 to 40 1.7190 m.de

1.9102

1.4 Max GZ at 30 or

greater

0.200 m 0.201

1.5 Angle of maximum

15.0 deg 48.2

1.6 Initial GMt 0.150 m 0.444

HSC 2000 Submersed hydrofoils. Hull borne mode

Criteria: Angle of equilibrium

Wind heeling (Hw) 10.0 deg -0.2

HSC 2000 Submersed hydrofoils. Transitional and foil

borne modes

Annex 6 1.2.2.3 Transitional Mode - Angle of equilibrium

with passenger crowding

- The angle of equilibrium

with passenger crowding

shall not be greater than

(<=)

12.0 deg -0.2

Figure 6: GZ Curve

3.4 Hydrofoil Performance

Four types of hydrofoil were tested to determine the

performance of the lift per drag ratio generated. It is

known that the displacement of the ship is 0.33 tons

or equal to 3237.3 N. The force is charged to the

typical two foils so that the load per foil is 1618.65

Based on the CFD simulation results, it is

selected NACA 64 (1) 212 foil which shows Cl and

Cd by using equations 1 and 2 as the data below:

Table 4: Cl and Cd at Various Angle of Attack

Angle of Attack Cl Cd Cl/Cd

0° 1.01441 0.71942 1.41004

5° 5.48150 3.87586 1.41427

10° 9.23589 6.51238 1.41821

20° 11.97510 8.40703 1.42442

30° 13.32200 9.41710 1.41466

Figure 7: Cl/Cd v Angle of Attack

Figure 7 shows the limit of the advantage point

of a foil. It presents that the angle of attack at 20°

provides the highest cl/cd ratio and decreases

sharply to 30°. Hence, the foil at the angle of attack

at 20° is selected to support the hull.

Figure 8: Cl and Cd v Angle of Attack

4 CONCLUSIONS

Based on the results of the study, it is obtained the

main size of the hydrofoil craft, namely LoA: 2.4 m,

B: 1 m, H: 0.53 m, T: 0.27 m. The foil used is

NACA 64 (1) 212 at an Angle of Attack of 20 ° with

a span length of 1 m, which results in Cl / Cd 1.42.

Whereas the engine power needed at 30 knots speed

-0.2

-0.15

-0.1

-0.05

0.05

0.1

0.15

0.2

0.25

0.3

0.35

-25 0 25 50 75 100 125 150 175

Max GZ = 0.201 m at 48.2 deg.

1.6 Initial GMt GM at 0.0 deg = 0.444 m

Heel to Starboar d deg.

GZ m

Design of Hydrofoil Craft for Balikpapan-Penajam Route

is 18.4 HP. In addition, stability meets the IMO HSC

code criteria for monohull and hydrofoil craft.

To sum up, the hydrofoil as an alternative fast

boat crossing Balikpapan Penajam can be declared

feasible to proceed to the prototype building stage

with FRP material. If the test results are satisfactory,

it can be recommended an advanced design of a ro-

ro hydrofoil ferry boat that can load passengers and

goods in large quantities, including the cost

investment calculation.

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IMO., 2000. International Code of Safety for High Speed

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pp. 51-54

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ICONIT 2019 - International Conference on Industrial Technology