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Maneuverability of a Wavepiercing High-Speed Catamaran at Low Speed in Strong Wind

Takuya Oura and Yoshiho Ikeda


Osaka Prefecture University, Japan
SUMMARY
A high-speed catamaran car ferry has sometimes serious problems on maneuvering for low speed sailing in strong
wind in harbor because of large wind forces acting on its large structure above the water line. In order to clarify the
maneuvering performance of such a ferry in strong wind, wind force measurements and drift speed measurements are
carried out using a scale model of a wavepiercing catamaran in a towing tank with a wind generator, and performances
for steady sailing in a straight direction and station keeping at zero speed in wind are calculated using the experimental
data.

1. INTRODUCTION
Since a high-speed catamaran car ferry has a
relatively shallow draft and a large structure above the
water line, a very large wind force and small
hydrodynamic resistance forces from water act on the
structures in air and water when the high-speed
catamaran runs at low speed in strong wind. This may
cause some difficulties for maneuvering in harbor.
Tasumi et al (1999) experimentally investigated
maneuvering performance for a simple catamaran.
In the present study, using a scale-model of a
wavepiercing high-speed catamaran, the coefficients of
wind forces are measured in the towing tank with a wind
generator in Osaka Prefecture University. The drift
resistance coefficient is also obtained by measuring the
drifting speed of the model in wind in the towing tank.
Using the measured wind force coefficients and
drift resistance coefficient, a criterion of wind speed for
the wavepiercing high-speed catamaran sailing at
constant speed in a straight direction is obtained. The
results are compared with those for other kinds of ships,
a PCC and a tanker. The station-keeping performances of
it in wind are also obtained using these experimental
data.

Fig.1 1/80-scale model of Incat 112m WPC.

2. MEASUREMENT OF WIND FORCE


2. 1 EXPERIMENTAL OVERVIEW
The model used in the experiments is a 1/80-scale
model of Incat 112m wavepiercing catamaran (hereafter
Incat 112m WPC) which will be introduced in a Japanese
domestic route in the summer of 2007. The model is
shown in Fig.1 and Fig.2. The principal particulars of the
ship are shown in Table 1. The schematic view of the
experiment is shown in Fig.3.
In the experiment, wind velocity is changed as
3.8m/s, 5.7m/s, and 7.6m/s, and attack angles of the wind
are changed by every 15 from 0 to 180.
Longitudinal and transverse forces and yaw moment
about its mid-ship position acting on the model is
measured by a three-component load cell.

Session A

Fig.2 Side and front profiles of Incat 112m WPC.


Table 1 Principal particulars.
Gross Tonnage
8,000 ton
LOA
112.60 m
Length of demi-hull
105.60 m
Width of demi-hull
5.80 m
Breadth
30.50 m
Draft
3.70 m
Maximum speed
40 knot
Main engine
9.000 kW / 1,000rpm (4)
Waterjet thrust (4)
303 kN (4)

83

2. 2 DEFINITION OF COEFFICIENTS
The measured longitudinal and transverse forces
and a yaw moment are non-dimensionalized as follows,
FX

CX =

CN

1
a S FU W 2
2
M Z
=
1
a S L LU W
2

CY =

FY
1
a S LU W
2

CX (exp.)
CX
CX (clal.-f)
CX

0.5

30

60

90

120

150

180

-0.5

-1

-1.5

where FX , FY , and MZ denote longitudinal and


transverse components of wind force, and yaw moment
respectively, a density of air ,SF and SL front and
lateral projected areas, L length overall of the ship, UW
wind velocity in m/s, respectively.

Wind direction (deg.)


1
CY (exp.)
CY
CY (cal.-f)
CY

0.8

0.6

generator

Wind

0.4
0.2

WIND

UW (m/s)
0

30

60

90

120

150

180

Wind direction (deg.)


0.15

Schematic view of wind force measurement in


towing tank (birds eye view).

0.05

2.3 RESULTS AND DISCUSSION


The obtained longitudinal and transverse wind force
coefficients CX, and CY and the yaw moment coefficient
CN are shown in Fig.4. In the figure the wind force
coefficients estimated by Fujiwaras method (2006) are
also shown. The method is an empirical one for
mono-hulls.
The result of the longitudinal force coefficient (CX)
is asymmetrical, and smaller in head wind than in
following wind. The predicted result by Fujiwaras
method can estimate it in fairly good accuracy in head to
beam wind, but underestimates it in quarter and
following wind. This difference may be caused by the
catamaran shape with a tunnel. The transverse wind force
coefficient CY is shown in the middle figure in Fig.4. The
result is also asymmetrical, and has a peak near at 40
degrees of wind direction. This peak may be caused by
the lift forces acting on two demi-hulls. The predicted
results by Fujiwaras method overestimates the measured
one by 20~30% in wide range of beam wind. As shown
in the bottom figure in Fig. 4, the measured yaw moment
due to wind shows an almost symmetrical shape. The
predicted result underestimates the measured one in wide
range of head wind.
In Fig.5, wind forces and its directions acting on
Incat 112m WPC in 10m/s wind are shown. The wind
force direction is different from the wind direction.
These are caused by the lift force components of wind
forces acting on the hulls as well known.

0
0

30

60

90

120

150

180

-0.05
-0.1
-0.15
-0.2

Wind direction (deg.)

Fig.4 Measured wind force coefficients of Incat 112m


WPC for various wind direction with predicted result by
Fujiwaras method.
1010

(ton)

Wind velocity
10m/s

0
30

55
180

60

150

e
c
r
o
f
d
n
i
W

Session A

CN (exp.)
CN
CN (cal.-f)
CN

0.1

90

120
0

0
90

60

30

n
o
i
t
c
e
r
i
d
d
n
i
W

Fig.3

120

180

150

Fig.5 Measured wind force vectors acting on Incat 112m


WPC in 10m/s wind.

84

Reynolds number and Froude number, the constant value


can not be used there. Therefore, in the following
calculations, the CD values at drift angle above 30are
used as a function of only drift angle.

2.4 MEASUREMENTS OF DRIFT SPEED IN WIND


The model floating in calm water in the towing tank
is experienced by steady wind generated by a wind
generator as shown in Fig.6. The model is free only in
the direction of wind. The wind speeds are changed as
3.8m/s, 5.7m/s and 7.6m/s, and the wind direction are
changed from 0to 180.

CD
2.5
2

Wind

Wind
generator

1.5

Us
U

WIND

1
0.5
0

Drift resistance

Fig.6

Wind force

30

60

90

120

150

180

Direction of drift (deg.)

Fig. 8 Obtained drift resistance coefficient CD of INCAT


112m WPC for various drift direction (=0 when the
ship drift in forward (bow) direction).

Schematic view of drift speed measurement


in windside view

In Fig.7, the measured drift speeds, Us, are shown.


In the figure, shows the direction of drift motion.
The is defined to be zero when ship drifts in straight
forward direction of the ship (bow direction) .
Since the wind force should be balanced with the
drift force, the following equilibrium equation can be
obtained. By solving the equation, the drift resistance
coefficient, CD, can be obtained.

ASSESSMENT OF MANUEVERABILITY OF
INCAT 112m WPC IN STRONG WIND
3.1 CRITERIA OF STRAIGHT SAILING IN WIND
The operable criteria of wind speed for Incat 112m
WPC sailing in straight direction at constant speed when
the vessel is encountered by steady wind of speed of Uw
(m/s) is calculated. The ship is assumed to sail at a
constant speed of Us (m/s), in constant drift angle , by a
thrust force of FT and helm angle of of the steering
nozzles of the waterjet propulsions as shown in Fig. 9.

1 W SU S 2 CD
WindforceF
2

where S denotes lateral projected area of a submerged


demi-hull, US drift velocity, w density of water,
respectively.

US

Drift speed (m/s)

0.5

UW

0.4

0.3
0.2

0.1

Wind speed 7.6m/s


Wind speed 5.7m/s
Wind speed 3.6m/s

0
0

30

60

90

120

150

180

Direction of drift (deg.)

Fig.9

Fig. 7 Measured drift speed in wind for various drift


angle (=180).

Coordinate System

The equilibrium of all forces acting on the ship in the


directions of x, y and yaw gives the following equations.

In Fig. 8, the obtained drift resistance coefficients


are shown. The maximum value of the coefficients
appears at around=90-100and reaches about 2.3.
This is because that the two demi-hulls create large eddy
making resistances. Since CD at =0must depend on

Session A

FT

X H ( ) + X W ( ) + X T ( ) = 0
YH ( ) + YW ( ) + YT ( ) = 0
N H ( ) + N W ( ) + N T ( ) = 0

85

(1)

K(=Uw/Us)

where XH, XW and XT denote hydrodynamic force acting


on submerged hulls, wind force and thrust force in x
direction. YH, YW and YT denote those in y direction
and NH, NW and NT in yaw direction, respectively. These
forces and moment can be calculated as follows,
respectively.

7
=-30(deg.)
=-20(deg.)
=-10(deg.)

6
5
4

K (=Uw/Us)
2
1
X H = W 3 (U S cos ) 2 CT 2
2
1
2
X W = a SWLUW C X
2
X T = FT cos

3
2
1
0
0

{(

1
W S HLU S 2 Y ' 2 + CD sin 2
2
1
2
YW = a SWLUW CY
2
YR = FT sin
YH =

60

90
120
(deg.)

Wind direction (deg.)

150

180

()
(Following
wind)

Fig.10 Ratio of wind speed to ship speed, K, when Incat


112m WPC sails in straight direction in constant speed in
various wind directions at helm angles of -30, -20 and
-10 degree.
(deg.)

1
2
'
N H = W S HL LWLU S N sin 2
2
1
2
NW = a SWL LWLUW C N
2
N R = ( LR ) YR

25

20

=-30

15

where denotes displacement volume, SHL, SWT and


SWL denote lateral projected area of the submerged
demi-hull, front projected area above the waterline, and
lateral projected area above the waterline respectively,
LR and LWL denote the distance from the mid-ship and
length of waterline, respectively. In the calculations,
Inoues formula (1972) is used for NH. and the
experimental results of the resistance test of a demi-hull
by Okada (1998) is used for CT.

10

0
0

30

60

90

120

150

180

Wind direction (deg.)

Fig. 11 Result of drift angle when Incat 112m WPC


sails at 1m/s in a straight direction in wind with
maximum helm angle,=-30of waterjet.

By numerically solving the equilibrium equations,


K value (=UW/US) which is the ratio of wind speed to
ship speed, can be obtained for various helm angle of the
waterjets (Tanaka et al (1980) and Sezaki (1980).
In Figs. 10-12, the calculated results for sailing
straightly in wind are shown. The K values shown in
Fig.10 are the results for helm angle of the waterjet of 10,
20 and 30 degrees. The results demonstrate that K value
becomes the minimum at wind direction of 140-150
degrees. The K value at the maximum helm angle of the
waterjet, -30 degrees, shows a critical boundary line for
sailing straightly at a constant speed. The minimum K
value of critical boundary is about three. This means that
the ship can sail in a straight direction at a constant speed
of about 1/3 of wind speed. We can find the minimum
sailing speed if wind speed and direction are given using
the critical boundary line.
As an example, the lee-angle, or drift angle of the
ship running at 1m/s or two knots, at helm angle of the
waterjet of -30 degrees is shown in Fig. 11. It should be
noted that the wind speed changes with each wind
direction which corresponds to the K value for =-30
in Fig.10.

Session A

30

()
(Head
wind)

FT (kgf.)
1400

.1200
=-30

1000
800
600
400
200
0
0

30

60

90

120

150

180

Wind
direction
(deg.)
Wind
direction
(deg.)

Fig. 12 Result of thrust FT when Incat 112m WPC sails at


1m/s in a straight direction in wind with maximum helm
angle,=-30of waterjet

86

Head wind

112m WPC

K(=Uw/Us)

K (=Uw/Us)
12

Incat1112
112m WPC
Tanker (full load)
PCC (ballast)

10

0
330

(m/s)

90

Thrust 100%
Thrust 80%
Thrust 50%

(deg.)
30

60

300

60

30

270

90

2
0
0

30

60

90
(deg.)

120

150

180

240

Wind direction (deg.)

Fig.13 Comparison of critical value of K of Incat 112m


WPC with other types of ships predicted by Tanaka
(1980).

210

150
180

In Fig.12, the result of the thrust force in the same


condition is shown. In the calculation, the thrust by the
waterjets is assumed to be in forward mode only. At very
low speed, more flexible maneuvering performance can
be obtained by using reverse thrust mode.

Follow wind

Fig.14

In Fig.13, the critical value of the K value of Incat


112m WPC is shown with those of two mono-hull ships
which were obtained by Tanaka et al (1980). The results
suggest that sailing performance of Incat 112m WPC is
slightly worse in whole wind direction than a PCC which
has similar maneuvering problems in wind. This may be
because of its larger superstructure and smaller
underwater hulls of the light ship.

Station keeping plot of Incat 112m WPC in


wind.
4. CONCLUSIONS

In the present study, maneuvering performances of a


high-speed catamaran in wave-piecing type, Incat 112m
WPC are experimentally investigated. Following
conclusions are obtained.
(1) The wind forces acting on the catamaran are
measured and the characteristics of the coefficients are
clarified.
(2) The drift resistance coefficient of the catamaran is
also obtained by measuring the drifting speed of the
model due to wind in a towing tank.
(3) Using the experimental data, the criterion of wind
speed for straight sailing at a constant speed in wind is
calculated.
(4) A criterion of wind speed for station keeping in wind
is calculated.
(5) Maneuvering performances in wind of Incat 112m
WPC are revealed.

3.2 STATION KEEPING PERFORMANCE


The station keeping ability in strong wind is
important for berthing of a ship. The station keeping
ability can be calculated by solving the equilibrium of
the forces and moment due to wind with those generated
by waterjet thrust forces by systematically changing the
thrust and its direction of the waterjet. In the calculation,
the experimental wind force and moment obtained in the
present study are used. The helm angle of the steering
nozzles of the waterjet is changed within 30 degrees,
and the direction of the thrust is changed in forward and
reverse modes. The thrust of reverse mode is assumed to
be 80% of the normal forward thrust mode.
The results of station keeping criteria are shown in
Fig.14. The lines show the maximum wind speed in m/s
and direction during which Incat 112m WPC can be
expected to maintain its station, under its own power,
without any drift and yaw movement for 100, 80 and
50% of the maximum thrust force (120 tons) by the four
waterjets, respectively. In head wind, Incat 112m WPC
can stay in up to 87m/s wind, and in following wind in
up to 57m/s wind speed. The minimum wind speed of
17m/s appears when wind direction is near 60 for the
100% thrust.

Session A

120

ACKNOWLEDGMENT
The authors would like to express their appreciation
to Higashi-nihon Ship management Ltd and INCAT
Tasmania Ltd for their supplying the technical
information on the Incat 112m WPC.
They would like to express their appreciation to
Associate Professor T. Katayama of Osaka Prefecture
Univ. for his help in the experiments.
REFERENCES
1) Tasumi, H.(1999). Maneuverability of a High-Speed
Catamaran Running at Low Speed in Strong Wind,
4th Japan-Korea Joint Workshop on Ship & Marine

87

Hydrodynamics.
2) Fujiwara, T.(2006). Influence of Wave and Wind on
Navigation of PCC, Proc. of PCCPCTC Symposium,
Japan Society of Naval Architects and Ocean
Engineers (Kansai branch)
3) Tanaka, A. et al. (1980). The Ship Maneuverability
in Strong Wind, J. Kansai Society of Naval
Architects of Japan, vol.176
4) Sezaki, Y.(1980). Effect of the Wind Force to the
Speed of a Car Carrier, J. Kansai Society of Naval
Architects of Japan, vol.179
5) Inoue, S. et al. (1972). The Effect of Wind on The
Ship Maneuverability (), J. of West Japan Society
of Naval Architects, vol.45
6) Okada, M.(1998). A Study on Assessment of
Performances of a Fast Ferry., Thesis of
undergraduate research project of Osaka Prefecture
Univ.

Session A

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