Project Hyperion
Project Hyperion
An investigation into semi-displacement hull forms and in-line hybrid powertrains.
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The Vision & Brief
The Vision & Brief
In an evolving maritime landscape, the transition to carbon neutrality is often hindered by a lack of high-speed charging infrastructure. This project aimed to bridge that gap by designing a 15-metre cruising motorboat for the Mediterranean and Baltic coasts, combining traditional range with zero-emission coastal capabilities.
The Core Requirements:
Performance: 14–16 knot cruise; 18–20 knot maximum speed.
Range: Minimum 400nm at 10 knots.
Eco-Capability: Full electric mode for quiet, zero-emission running in sensitive coastal areas.
Compliance: Designed to ISO CAT B standards and Bureau Veritas NR500 rules.
Scania E-machine
In-Line Hybrid Propulsion
In-Line Hybrid Propulsion
After evaluating both parallel and in-line configurations, a Scania E-Machine in-line system was selected for its superior power-to-weight ratio and compact integration.
The Powertrain: Dual Scania Di13 250kW diesel engines paired with two 230kW continuous-rated electric motors.
Energy Storage: 832kWh lithium-ion battery array, providing an estimated 3-hour runtime at 10 knots in pure electric mode.
Versatility: Four distinct operating modes—Pure Electric, Diesel Only, Boost (Hybrid), and Energy Generation—allow the owner to optimise for speed or efficiency.
Series 63 Hull Development
Series 63 Hull Development
The design utilises a modified Series 63 semi-displacement hull form, chosen for its ability to handle the significant weight of a hybrid battery array while maintaining favourable resistance characteristics.
Using Bentley Maxsurf, the original 1960s US Navy lab reports were reverse-engineered into a modern 3D model with a 98% accuracy rate.
The sheerline was vertically extruded to 2.7m to ensure adequate engine room headroom and guest comfort without compromising underwater performance.
Engineering & Structural Integrity
Engineering & Structural Integrity
To ensure longevity and safety, particularly regarding the thermal risks associated with large-scale battery storage, Steel was selected as the primary structural material.
Steel's high melting point (>1400°C) ensures that potential battery thermal events are contained, protecting the vessel's integrity for significantly longer than aluminium or GRP.
Scantlings were calculated using Starboat and validated against Bureau Veritas rules, including custom-calculated bulkheads designed to a factor of safety of 3.
Stability & Performance Analysis
Stability & Performance Analysis
The vessel underwent rigorous hydrostatic testing to ensure compliance with ISO 12217-1.
Loading Cases: Stability was confirmed across Lightship, 50%, and 100% load cases.
Outcome: The design achieved a maximum GZ of 0.942m at full load, with a downflooding angle of 44.2°—well in excess of the 25° requirement.
Parametrics
Parametrics
Length Overall (LOA): 15.24 m
Beam (BOA): 4.88 m
Displacement (Lightship): 18.5 Tonnes
Draft (Tc): 0.61 m
Fuel Capacity: ~2800 Litres
Construction: Steel (Hull & Superstructure)
Cabins: 1 master, 1 guest double, 1 family (bunk)
Total Battery Capacity: ~850 kWh
Propulsion: x2 Di13 330hp + x2 Scania E-Machines @230kW cont.
Range: min 1000nmi
Compliant to: ISO CAT B, NR500, BSI NGM280
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