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HIGH SPEED FERRIES AND CARGO CARRIERS
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The BGV or High Speed Vessel concept first emerged in the 80s when we were designing big competition trimarans that featured small outriggers fitted with foils. The boat industry has been at a virtual standstill for some thirty years - the only real development being that of container carriers. We believed back then - and still do now - that by applying a set of technological innovations, a truly revolutionary craft could finally make an appearance. This BGV concept of ours involves the use of new elements and material; for example, the Rolls Royce hydrojets used for big ships and the new alloys now available such as Alcan Pechiney's Sealium. These are components and materials that are perfectly suitable for satisfying today's demand for high-speed performance and sea-keeping. Gilles Vaton
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The BGV As of 1983, and concurrently with designing monohull racers, Gilles Vaton developed his first innovative foiler racing trimarans. They had in common the following basic features: - slender, planing hull - vertical wave-piercing bow - ground-effect from arched wing-arms and their aeronautical profile - effective foils incorporated into the floats - wing-profile mast with wind-activated swivelling (a feature taken up again recently on the best ORMA multihulls) The giant 26-metre span Charles Heidseick IV foiler-trimaran brought in the concept. It was followed in 1985 by the foiler PACA whose staggering performances confirmed the soundness and excellence of the concept's principles. The way had been opened for our first BGV-type high-speed ferry design project. The1986-87 design was the veritable starting point for the application of this revolutionary concept to maritime transportation. The design documents and patent applications were filed at the end of the 80s, allowing the designing of progressive projects to be developed, with reactivity to and close interaction with a rapidly developing market. An initial series of tank tests was carried out at the DGA centre from Dec.2000 to Feb.2001, resulting in design development for a first series of Ferries. Designs for the Yacht, Military and Freight versions followed on, logically, expanding the concept and demonstrating its highly versatile possibilities. Resulting from the extension of the concept was a logical increase in performance potential that would be confirmed by a further session of tank testing.
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Giant tri foiler Charles Heidseick III
Tri foiler PACA
BGV 120 initial series of tank tests DGA 2000-2001
Although around 95% of the world's freight is maritime the sole technological development at the end of the 20th century was that of container carriers. Europe's road traffic is nearing suffocation level and the concept of hybrid transportation systems using "sea highways" has come to the fore. Rapid maritime transportation of passengers and vehicles is a market of the future, a market that has been up to now poorly exploited by inefficient solutions and this at a time when energy-saving and pollution problems are key issues. Maritime transportation is an extremely competitive alternative to road and rail, especially if adequate speeds in all weathers can be ensured.
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Concept The BGV high-speed craft are to original designs that are registered and patented. Their conception is based on the successful marriage of slenderness and stability:
Perfect full-horizon visibility from the profiled wheelhouse. Float wing-arms providing ground effect.
1.A central hull with very fine water entry - progressive volumes and reduced width.
Active reduction in wake and aerodynamic drag (constant horizontal trim).
2. Rear stabilisers providing double lift: - from the ground effect due to air compression in the tunnel formed by the wing-float assembly and the lift from the well-cambered wing. - from the foils fitted on the side floats. Foils: providing stability, damping and lift.
3. Compared with catamarans, currently the only alternative NGV monohulls, the BGV's floats and their orientable foils result in minimal rolling, well controlled by tilting the foils. Tank testing has confirmed that the combination of central hull and rear floats reduces pitching exceptionally well - and that means less seasickness as a result. Safety and comfort are thus improved for all sea conditions.
Surface effect and air-streaming between the floats and hull increasing the craft's stability. Slender, profiled hull and wave-piercing bow.
Active foils to provide additional stability. Floats that reduce pitching and allow the ship to sail in all weathers.
The very high speeds of the BGVs i.e. 54 knots (100 kph) in the civil versions and 68 knots from the military version BGV N120, can be cut back to 35 knots for economy operation: this results from the features listed above, characteristics that are no longer dependent solely on the choice of motorisation.
BGV 170 - 50 knots
The BGV concept can be summarised by its six special technological features:
Diagonal stabilisation from the flaps. The combination of wave-piercing hull and rear floats reducing pitching spectacularly.
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Modèle Longueur HT Largeur HT Puissance Vitesse* Véhicules Passagers BGV A53 53 17 2800 29 6 voit. 149 BGV A107 107 31 18000 38 6 cam. 250 BGV A138 138 41 34800 37 246 voit. 1000 BGV A166d 166 49 34800 36 337 voit. / 25 cam. et 110 voit. 1056 BGV A166dt 166 49 67200 44 337 voit. / 25 cam. et 110 voit. 1056 BGV A170 170 49 88000 50 250 voit. 1016 BGV A221 221 53 46400 36 / 700 BGV C140 BGV C180 BGV C236
140 180 236
50 50 53
34800 46400 64800
32 52 cam. 35 83 cam. 29 176 cam.
60 90 180
* Vitesse à 'Maximum Continuous Rate' avec chargement complet en voitures et passagers (camions pou
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CAD BGV Innovation uses state-of-the-art CAD modelling tools. Our design offices have several work-stations equipped with both the Dassault CATIA and CIRCE MAAT systems for hyper-professional digital solutions to the realisation of new projects. Complete structural drawings have already been prepared and are available for many of the BGV versions, including details of their various equipment layouts. The safety and floatability dossiers have been drawn up in association with the Bureau Veritas organisation.
Main-hull and wingarm structure interface
Engine layout
General view of structure under development
Manoeuvring propulser positioning and installation detail in the integral structural model.
BGV 140 MegaYacht
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The Dassault Systèmes CATIA software, for which Boeing was the first external user, is the essential tool now used by aeronautic designers all over the world. The first CATIA programme dates from 1980 and today’s version is the V5, the version with an added “Marine” module that provides the backbone of our BGV design work. Working from the basic structural concept through to the layout of the craft’s machinery etc. and finally its accommodation and décor, our projects are developed and elaborated progressively, always remaining coherent with the initial project. The CATIA system puts an end to the previous prototype design era and provides a guarantee of success.
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Tank tests Speed 55 knots calm sea
December 2005 to February 2006 saw the second series of tank tests at the Val de Reuil (DGA) centre. A new 8-metre model (1:20 scale) representative of the latest developments in the design concept was tested for service speeds up to 55 knots and sea conditions varying from calm to rough. Numerous tests, the hull both with and without appendages, provided a confirmation of the exceptional sea-keeping qualities and energy efficiency of the latest hull forms being studied.
Speed 55 knots rough sea
The shape of the BGV-163 hull was optimised digitally using Bataos software to generate hull shapes and the ICARE calculation code (Navier-Stokes free-surface) for resistance to motion. Fabrication in carbon composite using digital milling.
Hull test basin: Calm sea - 55 knots
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The hull-testing basins, used essentially by the shipbuilding industry, allow studies of reduced-scale models in simulated sea conditions that are as real as possible. In a rectangular-shaped canal-type tank the paddles installed at both ends of the tank reproduce a free-surface state that imitates a progressive swell. The DGA basin regularly sees its predicted results confirmed to a remarkable accuracy by subsequent full-scale trials and performances, notably the last series of Mistral BPC vessels for the DCN.
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The high speeds envisaged for the BGVs mean the modelling of the water and air flows over the craft is of vital importance and interest. It is a highly efficient means of minimising the wake generated and of attaining the very best performance/fuel consumption ratio possible. The highly accurate reproduction of the actual conditions when at these high speeds was developed via an in-depth study in collaboration with design consultants especially competent in this field. The positive contribution of the ground effect generated by the wing arms evolved from the principle exploited in Ekranoplane design and also the F1 Grand Prix cars of the 80s (in fact the reverse effect). A very significant reduction in wake wave propagation can be achieved and one gets the bonus of a knock-on effect - the apparent lightening of the vessel allows higher speeds that in turn create more lift, and so on.
Display of surface vortex and turbulence effects for given speeds
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Engineering studies Calculations for stresses and deformation generated by the high service speeds were entrusted to Rivoyre Ingénierie whose references are most impressive and eloquent. They have allowed an extremely concrete approach to the design detailing of the structural elements, particularly the interfaces between the floats and wing-arms. Those calculations have also allowed the confirmation of the soundness and excellence of the bi-conical shape of the main unit – a feature present from the very beginning of the project. The thick aluminium skin construction is also a logical choice as it provides a combination of high strength and great homogeneity.
Displays of hull stress patterns
Display of wakes for given speeds
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As of the 1960s ground effect, i.e. the force that can be generated by the interaction between a lift or suction surface and the ground (or sea or other surface) was applied practically with the first Ekranoplanes – hybrid craft, neither ship nor seaplane, capable of exceptional performance. Flying at just a few metres above the water or ground the air compression increased the traditional lift from their reduced-size wings, these craft flew just high enough to overcome drag and shock effects due to sea state.
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The BGV ranges Ultra-fast car ferries with all-turbine motorisation or the more economical mixed diesel-turbine option, fast cargo and container carriers ; BGV Innovation today presents several ranges of units, from 53 to 236 meters long. They have a common feature: speeds of between 35 and 54 knots according to the particular version, and always provide out-of-theordinary efficiency and safety allied to excellent seakeeping and comfort levels.
Fast commuter BGV A53
TransAtlantic Cruise-ship BGV T221
Rapid Containership BGV C180
Ultraspeed ferry BGV A170
The BGV 166 showing its gangways
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At the outset designed for passenger transportation with the initial 63-metre unit, the BGV range has now been expanded and diversified into a homogeneous, coherent offer that today includes cargo, military and yacht versions. One common feature is the optimisation of their performance/fuel consumption ratio, always an important parameter with fuel prices subject to increase. The passenger units come in ultra-high-speed versions with Rolls Royce turbine engines, or with mixed motorisation, and finally with alldiesel power for low fuel consumption. The fast cargo range is designed optimally for standard 10- and 20-foot aluminium containers.
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Passenger range From the BGV 53 fast commuter, rapid ferry for passenger shorthauls, private or public, through to the transatlantic BGV 221 (Scotland USA) this is a homogeneous range designed around the extraordinary ultra-fast BGV A170 50-knot ferry The various versions, also envisaging the transportation of cars and trucks, provide luxury accommodation, relaxation and activity areas. This is the new way to travel and experience comfortable crossings in all-weathers - something never found on other single-hull high-speed ships and catamarans.
Saloon bar of BGV A170
1 st Class panoramic deck of the BGV A166
Seating arrangement
Le BGV A166
BGV 170 - 50 knots
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Today the BGV has a very extensive range and presents an attractive advantageous alternative to air travel and the other types of ferries. The ultra-fast passenger versions compete with the short- and mediumhaul air services and boast three exclusive advantages: - Town-centre to town-centre links - Fuel economy and reduced pollution - Vehicle-carrying capacity matching the traditional monohull high-speed vessels In short, a High-Speed-Train mode of travel - but by sea.
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BGV A53
BGV A107
BGV A138
BGV A166
BGV A170
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Passenger versions Specifications
Version
LOA
WOA
Draft
DWT
Engine
Speed
Vehicles
BGV A 53
53.05 m
17.28
1.53
60 T
2800 kW
29 knots
6 cars
BGV A 107
106.75 m
31.12
3.58
230 T
18000 kW
38 knots
6 trucks
3
250
BGV A 138
138.29 m
41.83 m
3.98 m
560 T
34800 kW
37 knots
246 cars
1000
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BGV A 166d
166.60 m
49.70 m
4.80 m
650 T
34800 kW
36 knots
337 cars or 110 cars / 25 trucks
1056
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BGV A 166dt
166.60 m
49.70 m
4.80 m
770 T
67200 kW
44 knots
337 cars or 110 cars / 25 trucks
1056
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BGV A 170
170.05 m
49.70 m
4.30 m
640 T
72000 kW
50 knots
250 cars
1016
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BGV A 221
220.66 m
53.25 m
4.95 m
1300 T
46400 kW
36 knots
---
700
1.Speed at max. power (100% MCR) completely loaded with cars and passengers and for 800 nmi autonomy.
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2
Passengers 149
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6. 2 N° 11,600 kW HFO (Heavy fuel oil) diesel engines and a 44,000 kW gas turbine on waterjet booster. Outside the tourist season the vessel can carry trucks at a reduced, economy speed if not using the gas turbine.
2. Possible to also carry some motorbikes, scooters and cycles. Ferry with completely modulable vehicle zone.
7. Number of passengers defined for 150 in business class, 216 in luxury class and 750 in tourist class.
3. Version designed for exclusive truck carrying but possible to convert to carry 60 average-length cars.
8. 150 super-luxury cabins, 150 double cabins, 100 single cabins, 2 restaurants, 2 games rooms, sauna, gym, sports hall, swimming pool etc. This versions speed is given for an estimated autonomy of 4000 nmi.
4. Number of passengers defined for 150 in business class, 206 in luxury class and 750 in tourist class. 5. Number of passengers defined for 150 in business class, 256 in luxury class and 750 in tourist class.
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Freight range The BGV concept is a high-efficiency solution for cargo, container carrier and RoRo vessels. The possibility of being powered by voluminous heavy-fuel engines (unlike catamarans) is a development that singles out the BGV units as the only serious alternative to monohull cargo carriers. Positioned in a medium-haul range they can be very competitive due to their higher speed potential outstripping RoRo monohulls for analagous energy costs.
BGV C180 Fast Container carrier
BGV C180 RoRo
BGV C236 BGV C140 Fast Roll-on Roll-off freighter
BGV C236 RoRo
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The BGV concept cargo application is far from being contradictory. Firstly, fuel efficiency is incontestably superior to comparably-sized monohulls at speeds of around 35 knots. In addition, for medium and long hauls the BGV has the decisive advantage of being faster overall than air transportation. This is a perfect solution for merchandise necessitating deliveries of just a few days and ready-loaded at port for their final destination.
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BGV C140
BGV C180
BGV C236
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Freight versions The specifications
Version
LOA
WOA
Draft
DWT
Power
Speed
BGV C 140
139.95 m
42.70 m
4.03 m
1330 T
34800 kW
BGV C 180
180.46 m
50.45 m
5.20 m
2030 T
BGV C 236
236.15 m
53.36 m
6.80 m
242.20 m
49.80 m
6.98 m
BGV C 242 TV
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1
Freight
Passengers
32 knots
52 trucks
60
2
46400 kW
35 knots
83 trucks
90
2
4230 T
64800 kW
29 knots
176 trucks
180
7800 T
64800 kW
26 knots
304 trucks
310
1.Speed at max. power (100% MCR) completely loaded with cars and passengers and for 800 nmi autonomy.
3. The profile of the BGV C 242 TV is being modified and will appear in the next edition.
2. Number of passengers defined for according to truck driver lodging needs.
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Port infrastructure The BGV’s moderate draft of less than 4 metres, even fully-loaded, means that very many ports can be accessed. Special pontoons have been designed for passenger, vehicular and freight loading and unloading. These are mobile floating structures carefully designed for all conditions. The BGV car ferries and cargos all exhibit excellent wind resistance, the tailplane further minimising such effects, to make manoeuvring easier and safer in all situations and weathers.
Docking and departure
Semi-trailer truck loading aboard an ultraspeed BGV 170
Front/bow loading of cars
Loading / unloading
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The low wind resistance thanks to its aero-fuselage profile coupled with its reduced draft and hydrojets allows BGV vessels to manoeuvre with ease in ports. A tailor-made infrastructure will be implemented in collaboration with the co-investing partners and local or regional authorities. Mobile pontoons and also passenger terminals can be adapted to seasonal traffic requirements. Last but not least are the environmental advantages: the BGV mode of transportation is quiet something which is absolutely not the case for the highly controversial new airport projects. BGV terminals can be installed closer to urban port complexes and provide new architectural concepts and aesthetics.
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Conception et réalisation André Simon Marseille. Images CAO vaton-design / BGV innovation - Optiflow - Rivoyre ingenierie - DGA - www.andre-simon.com - print 0309ma
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11a, Rue Haxo - F 13001 Marseille - France - Phone : +33 (0)4 91 54 00 00 - Fax : +33 (0)4 91 54 82 40 Web site : www.bgvdesign.fr - E-mail :
[email protected]
