Crash Compatibility in the Design of a Trimaran High Speed Cruise Logistics Ferry (CLF)

Design methodology for crash occupant protection in cabin design of the high speed vessel

“…Therefore, the tools successfully used in automotive industry can be applied to the boat crash scenario. The preliminary assessment of the CLF crash performance was performed and described in details by Bastien et al [20]. The presented design concept is a high speed vessel which aims to compete with road transport and air transport.…”

“…The vessel design combines the following functions: high speed ferry as an alternative to heavy goods vehicle road transport; high speed passenger ferry as an alternative to flights; and luxury cruising cabins. The primary dimensions of the hull, hydrostatic features and load definitions of the CLF are given in Table 2 Bastien et al [20]. The structure of the considered trimaran ferry was made out of medium grade aluminium alloy.…”

“…The use of aluminium alloy required that spacing of the ordinary stiffeners and the transversal primary stiffeners were set at the distance of 400 mm and 1600 mm respectively. The CLF was designed in accordance to Lloyd's Register rules and it fulfils all the design requirements [20].…”

“…The dimensions of the trimaran are 130.0 m in length and 30.0 m in width, which would create a mesh beyond most computer capabilities. Therefore it was decided that an average mesh of 100 mm would be adequate to represent the trimarans collapse mode, leading to a mesh density of 5.5 million of shell elements [20].…”

“…The crash analysis revealed great danger to the boat occupants as the peak deceleration recorded was approximately 8g [20], which corresponds to the acceleration acting on the car occupants during crash. Very high deceleration and the fact that occupants are unrestrained result in a very high probability of the serious injury.…”