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Ocean Engineering 34 (2007) 133147

www.elsevier.com/locate/oceaneng

Multiple criteria optimization applied to high speed catamaran

preliminary design
H.B. Moraesa, J.M. Vasconcellosb,, P.M. Almeidac
a

Federal University of Para, Belem/Para, Brazil

COPPE, Federal University of Rio de Janeiro, Brazil
c
COPPE, Rio de Janeiro, Brazil

Received 6 June 2005; accepted 1 December 2005

Available online 2 May 2006

Abstract
The demand for high-speed craft (mainly catamarans) used as passenger vessel has increased signicantly in the recent years. Looking
towards the future and trying to respond to the increasing requirement, high-speed crafts international market is passing through deep
changes. Different types of high-speed crafts are being used for passenger transport. However, catamarans and monohulls have been the
main choice not only for passenger vessel but also as ferryboat.
Generally speaking, the efcient hydrodynamic hull shapes, engine improvements, and lighter hull structures using aluminum and
composite materials make possible the increase in cruising speed.
The high demand for catamarans are due to its proven performance in calm waters, large deck area compared to monohull crafts and
higher speed efciency using less power. Although the advantages aforementioned, the performance of catamaran vessels in wave
conditions still needs to be improved.
The high-speed crafts (HSC) market is demanding different HSC designs and a wide range of dimensions focusing on lower resistance
and power for higher speed. Therefore, the hull resistance optimization is a key element for a high-speed hull success.
In addition to that, trade-off high-speed catamaran (HSCat) design has been improved to achieve main characteristics and hull
geometry. This paper presents a contribution to HSCat preliminary design phase. The HSCat preliminary design problem is raised and
one solution is attained by multiple criteria optimization technique.
The mathematical model was developed considering: hull arrangement (area and volume), lightweight material application (aluminum
hull), hull resistance evaluation (using a slender body theory), as well as wave interference effect between hulls, calculated with 3D theory
application. Goal programming optimization system was applied to solve the HSCat preliminary design.
Finally this paper includes an illustrative example showing the mathematical model and the optimization solution. An HSCat
passenger inland transport in Amazon area preliminary design was used as case study. The problem is presented, the main constrains
analyzed and the optimum solution shown. Trade off graphs was also included to highlight the mathematical model convergence process.
r 2006 Elsevier Ltd. All rights reserved.
Keywords: High speed craft; Ship design; Multiple criteria optimization

1. Introduction
The Amazon region is one of the poorest areas in Brazil,
with a low population density. Few railroads, road
precariousness and airplane ticket high cost impose the
river as an available alternative to transport cargo and
passenger. The majority of the eight million habitants of
Corresponding author. Tel.: +55 21 25628742; fax: +55 21 25628715.

E-mail address: jmarcio@ufrj.br (J.M. Vasconcellos).

0029-8018/$ - see front matter r 2006 Elsevier Ltd. All rights reserved.
doi:10.1016/j.oceaneng.2005.12.009

the states in the Brazilian Amazon region need a low-priced

and reliable means of transport. The rivers in this area are,
therefore, an attractive way to develop cargo and passenger
transport.
Despite this undesirable transport situation in the
Amazon area, some development can be seen. In BelemMacapa river line, there is one SES (surface effect ships)
and some moderate speed monohulls sailing and changing
the old scenario of low speed wood or steel vessels. New
technology is also changing the way people at Amazon

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134

Nomenclature
L
B
b
T
D
S
N
Ntrip
Npass
Ptp
Pot
SPF
Dist
V
Cad
Pest
M
LWork

total length (m)

catamaran beam (m)
twin hull beam (m)
draught (m)
vessel height (including superstructure) (m)
space between hulls (m)
rpm
crew number
passenger number
average passenger weight (135 kg for long trips
and 80 kg for short trips)
cruising power (HP)
specic fuel consumption (0.19 kg/HP h) at
1900 rpm in average
distance (km)
cruising speed (knots)
consumptionwater (l/passenger  day)
structure weight (ton)
material cost/ton (aluminum US$ 5250)
hours/ton (600 for simple structures and 900 for
complex structures)

travel by boat. Comfortable armchairs are replacing the

hammocks (very common in Amazon area) providing more
safety to passengers. Air conditioning, audio and video
services are also bringing leisure to passengers.
Major changes are necessary to transform the existing
boat transport in a reasonable and reliable way to
transport people in Amazon area. The creation of private
passenger ports is urgent in almost all the Amazon area. It
is unbelievable, but many times passengers can spend up to
three days for boat departure. In these cases many
passengers end up using the boat as temporary hostels.
Currently, investments in updating equipments and
technologies have been the main concern for ship owners
in Amazon region. Competition in Amazon passenger
transport market is remarkable. Traditional companies are
trying to improve their management procedures and
relationship with their clients. Nevertheless, technological
advancements in Amazon region are insignicant if
compared to the real needs (see Figs. 1 and 2), some
changes can be noticed. Comfort, safety and speed are the
main challenges to achieve.
Fig. 3 presents the increasing in speed considering boats
used in Amazon region since 1950. The graph shows an
average speed of 13 knots. In 1998 the Arapari III craft
started to operate in Belem-Macapa line with cruising
speed of 28 knots. In 2000 the craft named Atlantico I
serving the same line started to sail at cruising speed of 30
knots. These new aluminum vessels reduced the trip BelemMacapa from 24 to 11 h in average.
This paper focuses the HSCat preliminary design with
the objective of helping designers, ship owners and

H
Pequi
Cest
Cequi
Cma
Nva
Tn
Tp
CTA
sm
enc
Alim
Prcomb
Prlub
Ts
Cf
Rn
V
L
Am
P
m

manhour cost (US$ 30)

equipment weight (ton)
structure cost (US$)
equipment cost (US$)
engine cost (US$)
number of trip/year
sailing time (h)
stop time at schedule (h)
building cost (US$)
crew average salary (US$ 710,00)
social taxes (0.87)
crew average expenses (food)US$ 4.00
oil cost (US$/t)
lub cost (US$/t)
cruising time (s)
frictional resistance coefcient
Reynolds number
speed (m/s)
length (m)
wetted area (m2)
density (kg/m3)
viscosity (m2/s)

government investment analysts to assess the potential of

passenger transport in many Amazon routes. Although the
focus is the Amazon area, the mathematical model has a
broad-spectrum and can be applied in many places.
The mathematical model presented herein is for catamaran craft. Monohull vessel mathematical model should
also be assessed and compared to determine the best
choice.
2. Design methodology
The mathematical model developed herein for HSCat
river transport preliminary design was organized as per the
owchart presented in Fig. 4.
This paper includes module II (HSCat Preliminary
Design) and IV (HSCat Cost Analysis) for HSCat
preliminary design.
3. HSCat preliminary design
3.1. Power evaluation
Hull hydrodynamic resistance and power assessment is
one of the most important aspect to evaluate in HSC
design during preliminary phase. The method applied
herein to build the mathematical model is based on slender
body theory for wave resistance and at plate theory to
frictional resistance.
Moraes et al. (2004) researched and compared the
slender body theory and the 3D theory results. A broadspectrum analysis was carried out to compare wave

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135

Fig. 1. A poor terminal in Rondonia.

Fig. 2. A typical terminal in Macapa.

35
30

Speed (knots)

25
20
15
10
5
0
1940

1960

1980

2000

Year
Fig. 3. Passenger boat speed in Amazon region.

2020

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136

Requirements
(Module I )
-

Distance
Time
Physics and Operational Constraints
Number of Passengers, etc...

HSCat Preliminary Design

(M oduleII)
Volume and Weights
Areas
Hydrostatic Parameters
Power Preliminary Evaluation

Terminal Preliminary Design

-

(Module III)
Area
Equipment
Number of Docks

Cost Analysis
(Module IV)
Fig. 4. HSCat river transportation preliminary design diagram.

resistance for different models. Monohull and catamaran

models were tested to determine the interference phenomenon. Even though research is in place, the slender body
application theory was applied in preliminary design phase
to select a suitable model. The 3D theory models are more
complex and time consuming. They use a CFD approach
and in the authors point of view should be reserved to
advanced design phases.
3.1.1. Slender body theory (wave resistance)
The wave resistance (Rw) evaluation using the slender
body theory is based on the wave energy behavior. The
method was developed by Michell (1889).
The interaction effect between the twin catamaran hulls
is considered by using the image method that is equivalent
to assess a monohull resistance when displacing along the
channel center line. An algorithm was implemented in
SLENDER Fortran program by Williams (1994).
3.1.2. Flat plate theory (frictional resistance)
Frictional resistance is important when the hull is
operating at low speed. In some cases the frictional
resistance can achieve 80% of total resistance.
Following Froude (1872) at plate hypothesis, many
formulations were proposed establishing that the ship
frictional resistance is approximately the same as a at
plate with the same wetted area.
The ITTCInternational Towing Tank Conference
(1957) proposed the line to be used in the HSCat
mathematical model. Eqs. (1)(3) present the frictional
resistance coefcient proposed by ITTC.
Cf

0:075
,
log10 Rn  22

(1)

VLr
,
m

(2)

1
Rf rAm V 2 C f .
2

(3)

Rn

3.2. Weight Model

Weight evaluation is a fundamental part of preliminary
ship design. In special for HSCraft the weight estimates are
important and can make a difference in performance
assessment. There is few data available to develop a
statistical model for high-speed catamaran hull weight
evaluation although the importance of establishing a
reliable weight approaches. The HSCat weight is divided
in lightweight (structure, equipment, engine propulsion),
operational (oil, lube, water, crew and food) and cargo
weight (passenger, luggage and vehicles).
3.2.1. Lightweightstructure weight
The structure weight is evaluated by mathematical model
of Karayannis et al. (1999). It includes the hull structure
and superstructure weights.
Karayannis et al. (1999) works present a mathematical
model based on catamarans with 100, 75 and 50 m long,
twin hull separation ratio (S/L) with range varying from
0.20 to 0.26 and limited to aluminum HSCat.
The model is also based on Lloyds Register of Shipping
Classication SocietyRules for the classication of special
service craft (1997). The model uses equipment numeral E
developed by Watson and Gilllan (1977) for displacement
ships. This method has been investigated to HS crafts with
relative success. Eq. (4) shows the E numeral formula:
E 2Lb T 0:85LD  T 1:6LB  2b,

(4)

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where

The equipment weight (Pequip) is

B S b,

(5)

D 4 0:44B.

(6)

Eqs. (7) and (8) present the structural weight as function of

E number.
Pstruct t 0:00064E 1:7 for Eo3025,

(7)

Pstruct t 0:39E 0:9 for EX3025.

(8)

3.2.2. Lightweightequipment weight

According to Karayannis et al. (1999), the equipment
weight is a function of HSCat length and breadth. Service
area weight (Pserv) is estimated between 80 and 100 kg/m2.
The following equations are to calculate the equipment
weight.
Ap

137

L  B  138 2
m ,
0:91

(9)

As Ap =1:3m2 ,

(10)

N pass As =0:75.

(11)

Adopting 90 kg/m2, service area weight (Pserv) is

estimated as per Eq. (12) and remaining weight (Prest)
calculated as per Eq. (13).

Pequip Pserv Prest t.

(14)

3.2.3. Lightweightpropulsion weight

Karayannis et al. (1999) propulsion weight model
considers main engine, gearbox and waterjet.
Main engine: Fig. 5 shows power and associated weight
for Karayannis et al. (1999) model and several mainengines weight (MTU, Carterpilar, Zvezda, and Wartsila)
were plotted for comparison purposes. Generic gas turbine
was also included in Fig. 5. Data was selected from highspeed marine transportation, Janes Book (19961997) and
engine catalog.
Fig. 5 shows that up to 5000 hp, results are very similar
and Karayannis et al. (1999) model presents good
correlation. Eq. (15) shows the diesel engine mathematical
model. Eq. (16) shows the gas turbine model and Eq. (17)
the gear box weight mathematical model.
Diesel engine
(Powerp14000 kW or 18800 hp),


Pot kW
Pdieselengine t 6:82
nrpm

0:85
t.

(15)

Pserv Ap  90  103 t,

(12)

Gas turbine
(Power between 6000 kW (8000 hp) and 25 000 kW
(33 500 hp))

Prest 0:03  L  B  103 t.

(13)

Pgasturbine t 3 0:00056Pot kWt.

Main Engine Weight x Power

40

30

Engine Weight (t)

CATERPILLAR Engine

DIESEL Engine
Karayannis Model

20

MTU Engine
10

WARTSILA Engine

Gas Turbine
Karayannis Model

0
0

5000

10000

15000

20000

Power (HP)
Fig. 5. Power between 1000 and 30,000 hp.

25000

30000

(16)

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138

Gear box
(Power46000 kW or 8000 hp),
Pgearbox t 0:00348Pot kW

0:75

Pfuel Power  SPF  T n  1:10=1000t.

(17)

t.

Pwaterjet t 0:00018Pot kW

T v Dist=1:852  V .

Food weight (Pfood)

C food 6 kg=person=day.

(19)

Poper Ptrip Pfuel Plub Pfw Pfood .

The operational weight is a function of distance and

time. It consist of the sum of crew, luggage, fuel, lube oil,
fresh water and food. All operational weights are presented
in Eqs. (20)(25).

High speed, smooth hull lines and passenger appreciation are some of the major challenges for catamaran
designers. It is common to see high costs in most of highspeed vessel design. New technology is always more

(20)

Waterjet Weight x Power

Waterjet Weight (t)

12

WATERJET NIIGATA

KARAYANNIS Model

WATERJET MJP
WATERJET KAMEWA

0
0

5000

(26)

3.4. Cost assessment

Crew and luggage weight (Ptrip)

16

25

The total operational weight (Poper) by trip is

3.3. Operational weight

Pcrew Ptp  N trip t.

24

Pfood C food  N trip N pass  T n =24=1000t,

Pother 0:55  Pdieselengine or Pgasturbine Pgearbox Pwaterjet .

(23)

Fresh water weight (Pfw)

Pfw C fw  N pass N trip  T n =24=1000,
C fw 30 l=person=day.

Other propulsion weights

Karayannis et al. (1999) proposed 55% of engine, gear
and waterjet weights to consider other related propulsion
weights (Eq. (19)).

(22)

Lub weight (Plub)

Plub 0:05  Pfuel t.

(18)

t.

(21)

Fuel to auxiliary engine can be evaluated by 10%, as

shown in Eq. (21).
Time between ports (Tv) can be evaluated by

3.2.4. Waterjet weight

Fig. 6 presents the waterjet weight as a function of
delivered power. Kamewa, Nigata and MJP waterjet where
compared with Karayannis et al. (1999) model (power
between 500 kW (670 hp) and 12 000 kW (16 000 hp)). The
graph proves a good correlation between mathematical
model and the waterjet data. Eq. (18) presents the waterjet
weight formula.
1:18

Fuel weight (Pfuel)

10000

15000

20000

Power (HP)
Fig. 6. Waterjet weight Karayannis et al. (1999) model and waterjet data.

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expensive and high speed is always associated with higher

oil consumption.
In HSCat preliminary phase is necessary to assess some
costs, such as: investment, operational and infrastructure.
3.4.1. Building cost
Karayannis et al. (1999) proposed to split the investment
costs in the following items: structure, equipment and
engine.
Structure cost (Cest)
The structure cost is the sum of the structure material
costs and man/hour fee required for HS craft building. The
mathematical model also considers additional 10% for
material losses. The proposed equation is the following
(US$):
C est Pest  M  1:10 Pest  L  H.

The number of trips per year is modeled as per Eq. (36).

N va 330=T n 2T p .

(27)

Waterjet cost (Cwj):

(32)

C ma C md or C tg C rv C wj   1:40.

(40)

Administration cost (Cadm)

Administration cost is considered as 15% of the
following cost:
C adm 0:15  C sal C alim C rm C seg .
(41)

3.4.3. Trip cost

Trip cost comprehends the following items: oil and
lubricant costs.

Oil cost (Ccomb)

C comb Prcomb  Pc

The total cost considers an additional 40% to other

equipments associated with main engine and man/hour
costs to install all main engine equipment.

(39)

Hull insurance (Cseg)

The mathematical model considers the insurance cost in
Brazil as 3% of craft total acquisition cost (CTA).
C seg 0:03  C TA .

Gear box cost (Crv) (US$):

C wj 0:468  Pot 0:82  103 US$.

(38)

Food costcrew (Calim)

C alim N trip  Alim  365.

(30)

C rv 57 0:0214  Pot  3  107  Pot 2  103 .

(31)

Crew salary and taxes (Csal)

Salary and taxes vary from country to country. An
average value was adopted (sm) and 14 workers were
considered.
C sal 12  sm  N trip  1 enc.

(29)

Gas turbine cost (Ctg) (US$):

C tg 0:35  Pot  3  106  Pot 2  103 .

(37)

(28)

Main engine cost (Cmaq)

Total main engine cost comprehends main engine,
gearbox and waterjet units. Eqs. (29)(32) present the
mathematical model based on equipment catalog.
Diesel engine cost (Cmd) (US$):
C md 0:262  Pot  103 .

Repairing and maintenance (Crm)

Repairing and maintenance costs are estimated as 6% of
craft total acquisition cost (CTA).
C rm 0:06  C TA




(36)

3.4.2. Operational cost

Operational cost comprehends the following items:
repairing and maintenance, crew salary and taxes, food,
vessel insurance and administration costs.

Equipment cost (Cequi)

Karayannis et al. (1999) proposed that equipment costs
can be assessed based on equipment weight (Pequi) (US$):
C equi 22:000  Pequi .

139

(42)

LUB cost (Club)

C lub Prlub  Plub .

(43)

(33)

The craft total acquisition cost (CTA) is modeled as per

Eq. (34).

Using all the formulae above, the total cost per trip
(CTOT) is determined by Eq. (44).
C TOT C TA  F RC C rm C sal C alim C seg C adm C comb C lub .

C TA C est C equi C ma .

(34)

(44)

(35)

The mathematical model for a preliminary HSCat design

can be solved by an optimization procedure. Goal
programming was used as an optimization technique. In

The total cost per trip is modeled as per Eq. (35).

C TAV C TA =N va .

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140

the next section a goal programming method overview is

pointed out.
4. Optimization model goal programming
The multi-objective goal programming method is
based on the simplex linear programming that was
developed during World War II. The method was
developed to solve military strategic problems. The
simplex method provides a procedure to optimize linear
mathematics problems with one objective function. Ignizio
(1976) presents a linear and non-linear goal programming
as an extension of the simplex method. In the multiobjective goal programming approach it is necessary to
follow three steps:
Step1: Identify the decision variables (xj).
Step 2: Formulate mathematical model objectives (Gi).
Step 3: Formulate achievement function (ak).

Table 1
Formulation procedure for the achievement function
Objective

Procedure

GiXbi
Gipbi
Gi bi

minimize ni
minimize pi
minimize (ni pi )

For the achievement function is necessary to assign the

priority level (P1, P2,y) for each objective. We can write
the mathematical model as
minimize
a fP1g1 n; p; P2g2 n; p; . . . ; Pkgk n; pg,

where gk(n,p) is the linear function of the deviation

variables, Pk is the function gk(n,p) priority kpm (number
of objectives).
Finally, the mathematical model can be written in a
short form, as follows:
Find x0 x1 ; x2 ; . . . ; xj to minimize

All the mathematical model constraints are converted

into goals in the goal programming procedure with
multiple objectives. The following criteria dene the
objectives:

a a1 ; a2 ; . . . ; ak

(1) Designer criteria

Example: Minimize construction costs, maximize tank
volume, minimize forces and tensions, minimize motion, etc.
(2) Resource limitation
Example: Material, cost, etc.
(3) All remaining constraints that could affect the decision
variables.
Example: Physic constraints (decision variable nonnegative, size constraints in the shipyard, etc.)
(4) The mathematical formulas of the goals (Gi) are
function of the decision variables (fi(x)):

ak gk n; p

Gi f i x.

(45)

All objectives are associated to a value (bi) in the right

hand side of the equation:
f i x bi ,

(46)

where b is the value the objective needs to fulll.

Finally, we can write the goals as
G i ) f i xj ni  pi bi ; i 1; 2; 3; . . . ; m
m objectives,
j 1; 2; 3; . . . ; k k variables,47
where ni and pi are the negative and positive deviation
variables , respectively, from the objective.
Table 1 shows formulation procedure for the achievement function.

(48)

(49)

where
a1 g1 n; p
a2 g2 n; p
for,
f i xj ni  pi bi ; i 1; 2; . . . m objectives,
j 1; 2; . . . k variables

50

and
x0 ; ni ; pi p0.

4.1. Non-linear goal programming

Grifth and Stewart (1961), presented a procedure for
non-linear models using Taylor series expansion. The goal
programming they used takes the two rst terms of the
Taylor expansion to approximate the goal functions near
the test point. Smith et al. (1987) incorporated the third
term of Taylor expansion in their goal optimization
procedure.
We can write the nonlinear goal function using the
mathematical model presented in Eq. (51) and in linearization procedure (52):
Gi ) f i xj ni  pi bi ;

i 1; 2; 3; . . . ; m
m objectives,
j 1; 2; 3; . . . ; k k variables.
51

Considering the function fi(xj) continuously differentiable and assuming xs one solution for the objectives, the

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function approximation is giving by

f i x bi  ni pi f i xs

J
X
qf xs
j1

qxj

i 1; 2; 3; . . . ; m.

xj  xs; j ,
52

The non-linear goal programming optimization technique was developed and implemented in a FORTRAN
code.
HScat preliminary design mathematical model and goal
programming optimization technique are added to study
two passenger transport cases in Amazon area. The rst is
a Belem-Macapa route and the second case a very long
route Belem-Manaus. Following case studies are presented
and results shown.
5. Case studies
The Amazon area in Brazil (Fig. 7) was selected to present
two case studies. Belem-Macapa line, presented in Table 2,
correspond to a short line (574 km300 miles) no stop. BelemManaus line, presented in Table 3, represents a long line
(1646 km890 miles) with many intermediate scales.

141

dened around 30 knots. Many aspects should be

considered before speed set up. Experience with existing
high speed vessel operating in Belem-Macapa route
indicates speed limit at around 35 knots. Brazilian Navy
determines the speed limit to operate in shallow channels
around Marajo Island. The presence of small shing and
passenger boats in the same route requires a reduced speed.
Another aspect that should be considered to establish
reduced operation speed is the presence of objects in the
river as tree-trunks and small sand islands. Many accidents
involving large oating objects with commercial boats have
often been described.
Table 2
Belem-Macapa (route data)
Distance
Fleet
Fleet age
Time
Ticket price (average)
Passenger capacity (average)

309 miles/574 km
6
5 Yrs
Conventional boat22 h
High speed vessel12 h
US$ 27
396

Table 3
Belem-Manaus (route data)

5.1. Case study 1: Belem-acapa route

Belem-Macapa is a line where high-speed vessels have
been used for passenger transportation since 2001. The
operation generally is made no stop and through rivers and
natural channels that surround the south of Marajo Island
in Para state (see Fig. 7). The total number of passengers
using this line is around 180,000 on an annual basis.
Preliminary design requirements establish a 400 passenger vessel to achieve the current demand. Speed was

Distance
Fleet
Fleet age
Time
Ticket price (average)
Passenger capacity (average)
Stops: Breves, Gurupa, Almerim,
Prainha, Monte Alegre, Santarem,
Obidos, Parintins and Itacoatiara

Fig. 7. Amazon area.

889 miles/1646 km
11
15 years
Conventional boat100 h
US$ 40
316
8

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142
Table 4
Four hundred passenger catamaran
Variable

V 25 knots

V 30 knots

V 35 knots

Length (m)
Twin hull breadth (m)
Draft (m)
S/L ratio

35.41
3.91
1.31
0.28

36.13
3.99
1.35
0.27

37.52
3.88
1.33
0.25

The preliminary design mathematical model was applied

and goal programming was used to nd out a compromising solution. Table 4 presents the main catamaran
dimensions for three different speeds.
Figs. 811 indicate the convergence process during the
optimization phase. Fig. 8 shows the twin hull breadth
convergence for speed equals to 30 knots. The starting
point was selected and the convergence reaches the value of
3.99 m for the twin hull breadth after 250 cycles.

7.00

6.00

Breadth (m)

5.00

4.00

3.00

2.00
0.00

100.00

200.00
Cycles

300.00

400.00

300.00

400.00

Fig. 8. Breadth convergence.

120.00

Cost / pax (US$)

100.00

80.00

60.00

40.00

20.00
0.00

100.00

200.00
Cycles

Fig. 9. Cost/pax convergence.

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143

25000.00

Power (hp)

20000.00

15000.00

10000.00

5000.00

0.00
0.00

100.00

200.00
Cycles

300.00

400.00

Fig. 10. Power convergence.

Fig. 11. Design and average speed.

Fig. 9 presents the convergence process for cost/

passenger design characteristic. After 250 steps the
optimization procedure reached a minimal cost/passenger
(cost/pax) value of US$ 29.25 considering a 30 knots boat
speed.
Fig. 10 highlights the convergence process for vessel
power design characteristic. Table 5 shows a power study
for all three speeds. Considering 25 knots as a base speed,
table 5 indicates the increasing power and cost per
passenger to 30 and 35 knots. It is important to emphasize
that the model capacity of allowing a power versus cost
analysis. Table 5 makes clear the necessity to input high
power and spend much more to achieve a speed higher than
25 knots. In this example, the cost increase is almost linear
with speed, although power has a higher relationship.
Fig. 11 shows design and average speed correlation.
Average speed considers the reduction of cruising speed
during the trip, due to: trafc near the cities, small boats
(shing and passenger) in the area for high speed craft
navigation, maneuvering, night navigation and very big
oating objects as tree-trunks and sand islands, specially in
the Amazon River. In Belem-Macapa route 28% of the
total trip is sailing under reduced speed because safety

Table 5
Power and cost analysis
Speed (knots)

25

30

35

Power (hp)
Speed gain
Power increased (%)
Cost increased (%)

3235
0
0
0

4780
20
48
20

6905
40
113
49

reasons pointed out above. Fig. 12 presents the time

necessary to accomplish the total trip at different speeds.
We see from the results the small gain in time when large
speed (over 20 knots) is applied in this particular case
studied Belem-Macapa route.
5.2. Case study 2: Belem-Manaus route
Case study two selected the largest Amazon route
(1646 km). It is along the Amazon River. Passenger and
cargo transport is performed at a very low speed with many
stops (nine in the case study presented herein). Another
important route aspect is the current effect (2 knots

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144

tree-trunks and small sand islands. The preliminary design

mathematical model was applied and goal programming
was used to nd out a compromise solution. Table 6
presents the main catamaran dimensions for three different
speeds.
Fig. 13 shows the twin hull breadth convergence for
speed equals to 30 knots. The starting point was selected
and the convergence process reaches the value of 3.56 m for
the twin hull breadth.

upstream). Because the restricted area (at southeast of

Marajo Island in Breves) the cruising speed has also
to be reduced to 16 knots in 167 km.Preliminary
design requirements establish a 300 passenger vessel to
achieve the current demand. Speed was established
around 30 knots. The presence of small shing and
passenger boats in the same route requires speed reduction.
As indicated in Belem-Macapa route, reduced operation
speed is necessary due the presence of objects in the river as

Fig. 12. Time  speed.

Table 6
Three hundred passenger catamaran
Variable

V 25 knots

V 30 knots

V 35 knots

Length (m)
Twin hull breadth (m)
Draft (m)
S/L ratio

34.25
3.49
1.18
0.25

35.77
3.56
1.19
0.23

37.00
3.55
1.18
0.21

3.70

Twin Hull Breadth (m)

3.65

3.60

3.55

3.50

3.45
0.00

50.00

100.00

150.00

200.00

Cycles
Fig. 13. Twin hull breadth convergence.

250.00

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145

Cost / pax (US$)

100.00

90.00

80.00

70.00
0.00

50.00

100.00

150.00

200.00

250.00

200.00

250.00

Cycles
Fig. 14. Cost/pax convergence.

4800.00

Power (hp)

4400.00

4000.00

3600.00

3200.00

2800.00
0.00

50.00

100.00
150.00
Cycles

Fig. 15. Power convergence.

Fig. 14 presents the convergence process for cost/

passenger design characteristic. After 200 steps the
optimization procedure reached a minimal cost/passenger
(cost/pax) value of US$ 84.56 considering a 30 knots boat
speed.
Fig. 15 highlights the convergence process for vessel
power design characteristic. Table 7 presents a power study
for all three speeds. Considering 25 knots as base speed,
Table 7 shows the increasing of power and cost per
passenger for 30 and 35 knots. Table 7 makes clear the
increase in power and cost to achieve a speed higher than
25 knots.

Table 7
Power study
Speed (knots)

25

30

35

Power (hp)
Speed gain
Power increase (%)
Cost increase (%)

1960
0
0
0

4017
20
104
47

5523
40
180
70

Fig. 16 shows design and average speed correlation.

Average speed considers the reduction of the cruising speed
during the trip, due to the same reason as pointed out in

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146

Fig. 16. Design and average speed.

100

Trip time (h)

80
60
40
20
0
10

15

20

25

30

35

40

Speed (knots)
Fig. 17. Time  speed.

Belem-Macapa route: trafc near the cities, small boats

(shing and passenger) in the area of high speed craft
navigation, maneuvering, night navigation and, very big
oating objects as tree-trunks and sand islands, specially in
the Amazon River. Fig. 17 presents the time necessary to
accomplish the total trip at different speeds. We see from
the results the important gain in time when large speed
(over 20 knots) is applied in this particular case studied
Belem-Manaus route.

stops and very long trip. As was indicated in the example,

the average speed is lower than the cruising speed. The
cost/passenger and time reduced should be investigated in
more detail before an HSCat application is carried out.
A large utilization of HSCatamaran is not feasible
because a useful preliminary design evaluation was not
applied.
Acknowledgements

6. Conclusion
The preliminary design model presented was developed
as a design tool. The goal is to assist in HSCatamaran
design applied for passenger transport. The mathematical
model was initially developed for river transport but ocean
vessels can also be considered.
Mathematical model applications were presented for
both case studies. The routes chosen for this research were
in the Amazon area. The Belem-Macapa case study showed
a cost/passenger price similar to that obtained for low
speed vessels. This indicates a real possibility of changing
the low speed vessel (22 h trip) for a HSCat (13 h trip at
30 knots).
Belem-Manaus case study, a long route example,
presented many problems usual for inland navigation:
speed constraints in many areas, strong current, many

The authors would like to thank the Brazilian National

Scientic and Technical Development Board (Conselho
Nacional de Desenvolvimento Cientfico e Tecnologico,
CNPq), Federal University of Rio de Janeiro and Federal
University of Para to supporting this study.
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Further reading
Lloyds Register of Shipping, 1997. Rules for Classication of Special
Service Craft. Classication Society.