Escolar Documentos
Profissional Documentos
Cultura Documentos
Ocean Engineering
journal homepage: www.elsevier.com/locate/oceaneng
a r t i c l e i n f o
a b s t r a c t
Article history:
Received 24 February 2012
Accepted 3 June 2012
Editor-in-Chief: A.I. Incecik
Available online 10 July 2012
The interference resistance of multihulls taking into account the test condition (xed or free model) is
experimentally studied. Experiments have been carried out with a commercial catamaran model and
more extensively with a Series 60 catamaran. The inuence of the testing condition (xed or free)
together with the inuence of hull separation has been analysed. The relevance of these experimental
results in the separation optimisation techniques based on slender body ow solvers is discussed.
& 2012 Elsevier Ltd. All rights reserved.
Keywords:
Interference resistance
Interference factor
Series 60
Catamaran
Free trim
Fixed trim
Fixed sinkage
Free sinkage
Free model
Captive model
1. Introduction
A signicant body of literature analysing multihulls hydrodynamics (Chen et al., 2003; Insel and Molland, 1992; Migali
et al., 2001; Molland et al., 1996; Turner and Taplin, 1968; Yeung
et al., 2004), mainly considers slender body simplications and
focus on moderate and high speed regimes. Broglia et al. (2011)
and Zaghi et al. (2011) use instead a NavierStokes solver to
simulate multihulls, nding a good agreement for the resistance
values and describing complex interference effects at high Froude
numbers regimes.
Most of these analyses assume a xed model condition
consequently reducing the computational effort. This, combined
with the slender body assumption, allows for the simulation of a
wider range of congurations in terms of separation and velocity
for a reasonable computational effort. With these types of codes,
it is therefore feasible to set up a separation optimisation framework in early design phase (Moraes et al., 2007; Yeung and Wan,
2007).
In Souto-Iglesias et al. (2007), the interference resistance of
multihulls was analysed by assessing its relationship with the
n
shape and amplitude of the wave train between the hulls for a
specic commercial vessel design. The free model condition was
then considered making it more difcult to identify interference
effects due to substantially different dynamic trims and sinkages
between the monohull and the catamaran. This case study is
herein revisited by considering the xed model condition.
In addition to the commercial vessel, a Series-60 (S60) catamaran has been experimentally studied. Its hull shape signicantly changes from the former, expanding the geometry types
analysed. Although the S60 is a well known hull for experimental
and computational analyses (Todd, 1964; Kim and Jenkins, 1981;
Toda et al., 1988, 1992; Nakatake and Takeshi, 1994; Tarafder and
Suzuki, 2008), to the authors knowledge, its behaviour as a
multihull has not yet been experimentally described and such
knowledge may be useful for CFD practitioners working on
multihull hydrodynamics.
In Yeung et al. (2004) the interference resistance of a S60
catamaran was numerically studied neglecting trim and sinkage
inuences. They provided the value of the interference factor for a
wide range of separations and speeds and a signicant insight
into the complexity of the multihull wave interference phenomena. Their predictions have been contrasted with experimental
results in the present paper.
The paper is organised as follows: rst, aiming at presenting
the problem and the notation, the interference resistance is
dened. Second, the commercial vessel case that was studied
mh
Nomenclature
n
cat
cF
cT
cw
Dzbow
Dzstern
g
Fn
IF
L
catamaran
friction resistance coefcient
total resistance coefcient
wave resistance coefcient
variation of bow draft in free model condition (m)
variation of stern draft in free model condition (m)
gravity (m/s2)
Froude number
interference factor
length between perpendiculars (m)
2. Interference resistance
RWcat 2RWmh
2RWmh
0:075
log10 Re22
monohull
kinematic viscosity (m2/s)
at plate friction resistance (N)
total resistance (N)
wave resistance (N)
wave resistance of monohull (N)
wave resistance of catamaran (N)
Reynolds number
Series 60
separation (m)
velocity (m/s)
3. Commercial vessel
RF
RT
Rw
RWmh
RWcat
Re
S60
s
V
39
3.1. General
This vessel is commonly used in the transport of goods and sh
to and from a sea farm. The main dimensions of the model are
presented in Table 1. The reference system considered, the
notations describing the hull separation and the vessel geometry
are shown in Fig. 1. The separation (s) is dened as the distance
between each hulls centreline, and is made nondimensional with
the length between perpendiculars (s/L).
The free model condition studied in Souto-Iglesias et al. (2007)
was aimed at nding the relationship between the interference factor
Table 1
Main dimensions of the case studies.
Main features
Commercial vessel
S60
Units
2.208
0.238
0.120
0.885
84.35
0.653
9.28
1.98
2.500
0.333
0.133
1.062
65.70
0.600
7.51
2.50
m
m
m
m2
kg
40
and the amplitude of the wave system in between the two hulls.
The present study completes the previously mentioned work by
performing tests in xed model condition using this geometry, thus
eliminating the effects of sinkage and trim movements. A photograph
taken during the tests of this papers experimental campaign is
shown in Fig. 2. Further information about this hull is included in
Souto-Iglesias et al. (2007) including its 3D geometrical denition as
an IGES le, provided as a supplementary material.
The following tests were carried out:
Table 2
Froude numbers and velocities
considered for the commercial
vessel tests.
Point
Fn
V (m/s)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
0.100
0.150
0.200
0.250
0.300
0.350
0.375
0.375
0.375
0.375
0.375
0.400
0.450
0.500
0.550
0.465
0.698
0.931
1.164
1.396
1.629
1.745
1.745
1.745
1.745
1.745
1.862
2.094
2.327
2.560
41
Fig. 4. Total and wave resistance, commercial vessel, free (left) and xed (right) conditions.
4. Series 60
4.1. General
The tests have been carried out with a Series 60 (Todd, 1964)
catamaran (g. 7). The model characteristics have been presented
in Table 1 together with those of the commercial vessel test case.
The dimension ratios are fairly similar for these two vessels but
Fig. 8. S60 (Todd, 1964) body plan (black) and present study (red). (For interpretation
of the references to colour in this gure legend, the reader is referred to the web
version of this article.)
42
s0.565 m, s/L0.226
s0.768 m, s/L0.307
s0.971 m, s/L0.388
s0.1174 m, s/L0.470
Table 3
Froude numbers and velocities for the S60 catamaran tests.
Point
Fn
V (m/s)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
0.15
0.20
0.25
0.26
0.27
0.28
0.29
0.30
0.31
0.32
0.33
0.34
0.35
0.36
0.37
0.38
0.39
0.40
0.41
0.42
0.43
0.45
0.50
0.55
0.743
0.990
1.238
1.288
1.337
1.387
1.436
1.486
1.535
1.585
1.634
1.684
1.733
1.783
1.832
1.882
1.931
1.981
2.030
2.080
2.129
2.229
2.476
2.724
43
Fig. 12. S60, total resistance in xed and free model conditions. Top left: s/L=0.226, Top Right: s/L=0.307, Down left: s/L=0.388, Down Right: s/L=0.470.
Fig. 13. S60, total and wave resistance in free model condition. Top left: s/L=0.226, Top Right: s/L=0.307, Down left: s/L=0.388, Down Right: s/L=0.470.
44
Fig. 14. S60, total and wave resistance in xed model condition. Top left: s/L=0.226, Top Right: s/L=0.307, Down left: s/L=0.388, Down Right: s/L=0.470.
Fig. 15. IF for the S60. Top left: s/L=0.226, Top Right: s/L=0.307, Down left: s/L=0.388, Down Right: s/L=0.470.
45
Results are compared with Yeung et al. (2004) and Yeung (2005),
who considered a thin-ship potential approximation to model the
problem, with a xed model hypothesis.
Interference factors for free and xed model conditions are
presented for all separations in Fig. 15. Focusing on s/L0.226, it
can be appreciated that the free model and xed model interference factors are signicantly different. Although according to
Yeung et al. (2004), where this last separation with Fn0.33
produces the most favourable interference effects, this does not
occur in the present experiments. For Fn 0.33 the interference is
unfavourable and the minimum is shifted to around Fn0.38. The
free model condition presents overall a more unfavourable
behaviour than both xed condition and theoretical model. This
is relevant since in real applications, the free model condition
applies. For the largest velocities there is a convergence between
the xed model condition results and those of Yeung et al. (2004).
For s/L 0.307, it can be appreciated that the free model
interference factor signicantly differs from the xed model one
in the range 0.35oFno0.4. With regards to the comparison with
Yeung et al. (2004), it is noticeable that the peak value of the
interference coefcient is shifted to 0.05 (from 0.38 to 0.43 in the
experimental results). This shift is also present in the minimum
value of the interference factor. For the largest velocities there is a
convergence between the experimental results and those from
Yeung et al. (2004) in free and xed model conditions. Furthermore, the interference effects diminish and the IF tends to zero, as
is the case in Zaghi et al. (2011).
Analogously to what happened for the commercial vessel, in
the S60 case, the strongest favourable interference effects are
found for s/L0.388. With regards to the comparison with Yeung
Fig. 16. Contour plot as function of Fn and s/L of the IF for the S60. Top: Yeung et al., (2004), Down left: Free model, Down right: Fixed model.
46
et al. (2004), the peaks and valleys in the experiments are delayed
with respect to the model. For the largest velocities, the convergence of the experimental results found in this paper to those of
Yeung et al. (2004) is clearly appreciated. More attenuated trends
are observed for the largest separation, s/L 0.470.
An interesting global representation of these effects across the
different separations is given. To do this, a contour projection of
the 3D graph for the IF is presented in Fig. 16. The tendencies
observed in the individual graphs for each separation (Fig. 15) are
now clearer. The colour scale in each graph is individualised due
to the range of the interference factor data from Yeung et al.
(2004) being signicantly shorter than the one found experimentally. Globally there are some similitudes in the interference
patterns but some differences can be appreciated.
Comparing the free model experimental data (which is the
realistic conguration to be found in full scale) with those of
Yeung et al. (2004) shows that the most favourable interference
takes place at a similar Fn (0.33) and with a similar IF (around
0.2) but at a larger separation (0.4 instead of 0.226). This Fn is
similar to that found by Zaghi et al. (2011) with a slenderer
model. The unfavourable interferences are stronger in the experimental case with a maximum of the order of 0.7 instead of the
theoretically calculated 0.3. It is signicant that this maximum
does not take place for the smallest separation, as is the case in
Zaghi et al. (2011). Also, in experiments, there is a smoother
transition between the favourable and unfavourable regions
compared to the theoretical model.
Now comparing free and xed model condition tests, other
differences can be appreciated:
1. The transition between favourable and unfavourable regions is
sharper for the xed model case. Such a sharp transition in the
xed model case is predicted by the theoretical model.
2. For the smallest separations and contrary to what happens in
the free model condition, there are favourable, although quite
mild, interference regions in the xed model condition results.
3. Although the unfavourable interference regions are similar in
size, the free model ones are more intense.
4. The most favourable interference factor in xed model condition is smaller than the free model one.
Looking at the trim (Fig. 18) and in all cases, the differences are
more patent for larger Fn. Between Fn0.38 and Fn0.45 a
signicant trim increase is appreciated. This shift requires further
investigation in order to evaluate a possible relation between
differences in the IF in free and xed model condition.
5. Conclusions
Summarizing, the free model condition tends to enhance the
favourable and unfavourable interference effects.
4.6. Sinkage and trim
The object of this section is to analyse the relationship
between the IF differences in free and xed model conditions
and the dynamic position (sinkage and trim) in free model
condition. It is also relevant to analyse differences in sinkage
and trim in free model condition between the monohull and the
catamaran; such values are presented in nondimensional form in
Figs. 17 and 18, following the denitions by Kim and Jenkins
(1981) presented in Eqs. (4) and (5).
When comparing the S60 data with those of the commercial
vessel (Fig. 6), sinkage seems to be of the same order but trim is
signicantly larger for the S60. Pending future work, we believe
this may have an inuence on the IF behaviour change between
xed and free model conditions.
When comparing the S60 monohull and the S60 catamaran in
free model condition, large differences in sinkage can be appreciated for 0.3 oFno0.42 (Fig. 17). For the shortest separation
(s/L0.226) the sinkage for the catamaran is around 50% greater.
Also for s/L0.226, as can be seen in Fig. 15, the differences in the
IF between free and xed model are signicant but not monotonic, unlike the sinkage differences, which are monotonic.
Acknowledgements
The research leading to these results has received funding from
the Spanish Ministry for Science and Innovation with the Programa
de Acceso y Mejora de las ICTS, which provided funding for carrying
out the experimental campaign in CEHIPAR model basin. We thank
Elkin Mauricio Botia-Vera, Luise Draheim, David Feijoo de Azevedo,
Carlos Ariel Garrido Mendoza, Francisco Perez-Arribas, Roque
Velasco-Sopranis, Hugo Gee all from our research group, and Libor
Lobovsky from University of West Bohemia for their support in
different tasks during the research that has led to this paper.
References
Broglia, R., Zaghi, S., Di Mascio, A., 2011. Numerical simulation of interference
effects for a high-speed catamaran. J. Mar. Sci. Technol. 16, 254269.
Chen, X.N., Sharma, S.D., Stuntz, N., 2003. Wave reduction by S-Catamaran at
supercritical speeds. J. Ship Res. 47 (2), 145154.
Insel, M., Molland, A.F., 1992. An investigation into the resistance components of
high speed displacement catamarans. R. Inst. Nav. Archit. 134, 120.
Kim, Y.H., Jenkins, D., 1981. Trim and Sinkage Effects on Wave Resistance with
Series 60; cb 0.60. Techical report. David W. Taylor Naval Ship Research and
Development Center, Bethesda, Maryland.
47
Lunde, J.K., Shearer, J.R., Wieghardt, G.W., Lap, A.J., Landweber, L., Inui, T.,
Weinblum, G., Brard, R., 1966. Report of Resistance Commitee. Technical
report. International Towing Tank Conference (ITTC).
Migali, A., Miranda, S., Pensa, S., 2001. Experimental study on the efciency of
trimaran conguration for high-speed very large ships. In: Proceedings of the
FAST Conference, 2001, pp. 15.
Min, K.-S., Kang, S.-H., 2010. Study on the form factor and full-scale ship resistance
prediction method. J. Mar. Sci. Technol. 15, 108118.
Molland, A.F., Wellicome, J.F., Couser, P.R., 1996. Resistance experiments on a
systematic series of high speed displacement catamaran forms: variation of
lengthdisplacement ratio and breadthdraught ratio. R. Inst. Nav. Archit. 138,
5571.
Moraes, H.B., Vasconcellos, J.M., Latorre, R.G., 2004. Wave resistance for highspeed catamarans. Ocean Eng. 31 (1718), 22532282.
Moraes, H.B., Vasconcellos, J.M., Almeida, P.M., 2007. Multiple criteria optimisation
applied to high speed catamaran preliminary design. Ocean Eng. 34 (1),
133147.
Nakatake, K., Takeshi, H., 1994. Review of program 2, inviscid ow around series
60 with free surface. In: CFD Workshop, vol. 2. pp. 130159.
Souto-Iglesias, A., Zamora-Rodrguez, R., Fernandez-Gutierrez, D., Perez-Rojas, L.,
2007. Analysis of the wave system of a catamaran for CFD validation. Exp.
Fluids 42 (2), 321332.
Tarafder, M., Suzuki, K., 2008. Numerical calculation of free-surface potential ow
around a ship using the modied Rankine source panel method. Ocean Eng. 35
(56), 536544.
Toda, Y., Stern, F., Longo, J., 1992. Mean-ow measurements in the boundary layer
and wake and wave eld of a series 60 CB .6 model shippart 1: Froude
numbers .16 and .316. J. Ship Res. 36 (4), 360377.
Toda, Y., Stern, F., Longo, J., 1988. Mean-ow Measurements in the Boundary Layer
and Wake and Wave Field of a Series 60 Cb .6 Model ShipPart 1: Froude
Numbers .16 and .316. Technical report. IIHR report no. 352. The University of
Iowa, Iowa City.
Todd, F.H., 1964. Series 60 Methodical Experiments with Models of Single-screw
Merchant Ships. Technical report. David W. Taylor Model Basin.
Turner, H., Taplin, A., 1968. The resistance of large powered catamarans. Trans.
SNAME 76, 180213.
Yeung, R.W., Wan, H., 2007. Multi-hull conguration design: a framework for
powering minimization. In: Proceedings of the ASME 2007 26th International
Conference on Offshore Mechanics and Arctic Engineering (OMAE2007), vol. 4,
pp. 833842.
Yeung, R.W., 2005. Interference resistance of Multi-hulls per thin-ship theory. In:
Proceedings of the International Workshop on Water Waves and Floating
Bodies.
Yeung, R.W., Poupard, G., Toilliez, J.O., 2004. Interference-resistance prediction and
its applications to optimal multi-hull conguration design. Trans. Soc. Nav.
Archit. Mar. Eng. 112, 142169.
Zaghi, S., Broglia, R., Mascio, A.D., 2011. Analysis of the interference effects for
high-speed catamarans by model tests and numerical simulations. Ocean Eng.
38 (1718), 21102122.