HYDRODYNAMIC STUDIES ON A TRIMARAN HULL FORM

Sunny Verma, Md.Kareem Khan, Shiju John, PC Praveen, Manu Korulla & PK Panigrahi
Scientists, Naval Science & Technological Laboratory, Visakhapatnam, India

It is expected that, there will be large demand for trimaran hull forms to meet
multi-mission defense requirements of world in the recent future. Multi-mission
requirements include a platform that is fast, agile & versatile with multirole
capability such as anti-submarine warfare, surface surveillance, mine
countermeasures, littoral and deep sea combat capability with modular mission
payloads etc. Hydrodynamically these platforms possess powering and seakeeping
advantages, shallow draft operability and excellent maneuverability. Hydrodynamic
model tests and CFD studies were carried out to design and evaluate the performance
of a 3000 tonne trimaran configuration at NSTL. A brief description of the
hydrodynamic activities carried out is highlighted in the present paper.

1. INTRODUCTION

Fig 1: Courtesy: Hydrodynamic model test at High Speed Towing Tank, NSTL

The concept of a trimaran hull form was first noticed in the ancient outrigger
canoes of Indonesia [1], which consisted of a slender main hull and two smaller
outriggers. In the late decades of the 20th century, the trimaran form was used for
high performance racing sail yachts with great success.Trimarans seen today are used
as passenger ferries, Ro-Ro vessels and pleasure boats. Naval applications focus on
multirole and littoral combat vessels with advanced propulsor systems like waterjets
and podded propulsion. Existing naval trimaran designs such as Littoral combat vessel
LCS2 (United States), futuristic multi mission frigate -F2M2 (Spain), X3K
(Indonesia), Multi role vessel - MRV80 (Australia) promotes the capabilities of such
platforms.

Studies of a 3000 tonne (approx.) trimaran with advanced propulsors like

waterjets was attempted at High Speed Towing Tank, NSTL. In order to perform the
activities , extensive literature survey was carried out. Based on the same initial
trimaran hull form was developed through the parametric transformation of a NPL
round bilge hull from. The displacement of main hull and side hull were fixed to
~2600 tonnes and ~200 tonnes respectively. The vessel was designed for a maximum
speed of 45 knots and an operating speed range of 18-32 knots. Provision for
accommodating waterjets was also included in the hull form design and likewise a
reliable stern shape was considered. Hull form optimization in terms of stagger and
separation of side hull w.r.t main hull was carried out to optimize resistance
characteristics based on model tests and CFD studies. Observations drawn on the
above activities and useful results are presented in the paper.

2. LITERATURE REVIEW

The concept of a trimaran with slender monohull stabilized by two side hulls
of very low displacement was introduced by University College of London (UCL) and
the UK Ministry of Defence s Defence Evaluation and Research Agencies (DERA)
QinetiQ hydrodynamic centre at Haslar. The joint exploration between UCL designs
and QinetiQ Haslar tank tests on trimaran warships was considered so sufficiently
promising that a 2/3 scale trimaran, Research Vessel Triton, commissioned by DERA,
was designed and built as a technology demonstrator for the Royal Navy s Future
Surface Combatant [4]. The 1,200 ton RV Triton was ordered from Vosper
Thornycroft in 1998 and delivered in August 2000, when it commenced an extensive
series of trials. The world s largest trimaran ferry, Benchijigua Express, a 127m high-
speed vehicle-passenger ferry delivered by Austal in 2005, operates at a speed of 40
knots with a capacity of 1,350 passengers and 400 cars on the routes between the
Canary Islands, Spain [6].The potential of military application existing in the Austal
trimaran attracted the U. S. Navy , and a team led by Austal and the U.S. military
supply company General Dynamics was selected in 2005 to provide a trimaran hull
form based design for the U.S. Navy s Littoral Combat Ship (LCS) project. The class
prototype for the independence-class littoral combat ships based on this design, USS
Independence (LCS- 2) was delivered in 2010. More recent naval trimaran
platforms/concepts are F2M2 (Spain), X3K (Indonesia) and future trimaran multi role
vessel MRV80 (Australia).

Notable initial research activities include study of optimal forms of a trimaran

for minimum resistance by Hsuing and Xu (1988), analytical predictions and towing
basin validation experiments on the wave cancellation multi hull (WCM) of a
trimaran at the David Taylor Model Basin by Wilson et al. (1993) and development of
trimaran at the University College London by Andrews and Zhang (1995). In Sweden,
numerical investigation of trimaran configuration was made by Larsson et al. (1997)
using the Shipflow software package. In the past decade experimental studies on
interference effects in wave making resistance experimentally of a trimaran by
Amedio Migali et al. 2001, experimental study at Stevens Institute of Technology for
the optimization of side-hull location by Jianjun Qi, systematic series of trimaran hull
forms using CFD suite Shipflow, theoretical slender body theory and experimental
studies [7] and the trimaran concept of a Heavy Air Lift Seabasing Ship (HALSS)
through experimental studies [13] , interference resistance of multi-hulls per thin ship
theory by Renald W. Yeung 2005 [18 ], trimaran wave making studies by L.J.
Doctors, 2005 have been taken up. Also recently interference phenomenon in design
of trimaran ship by Igor Mizine et al 2009 , hydrodynamic optimization of multihull
ships by Hyunyul Kim and Chi Yang 2011 [17] and investigation into the resistance
/powering and seakeeping characteristics of river catamaran & trimaran by
Murdijanto et al 2011 [16 ] have been studied.
 3. HULL FORM DESIGN

The basic objective is to develop a trimaran hull form that can achieve the
desired speed, while ensuring less power consumption and maintaining high fuel
efficiency. Various steps followed in the hull form design process are shown in the
block diagram given below (Fig 2). Literature review reveals that the trimaran hull is
a slender one with main hull having L/B ratios 9-12 and side hull having L/B ratios
10-15. The stern is wide and generally of transom type. However, based on the
literature a parent ship analysis of the three different trimaran hull forms was
performed to get the knowledge about the various parameters. The results of the
analysis are presented in Table 1.

Fig 2: Schematic of trimaran hull form design process

Table 1: Parent ship analysis

Ref. hull form [8] LCS2 [6] F2M2 [19]

Parameters Main hull Side hull Main hull Side hull Main hull Side hull
LBP(m) 122 38 127.4 63 140 50
B(m) 7.62 3.78 13 ~4 12.7 -
T(m) 3.65 3.08 4.27 ~2 5 -
L/B 13 10.05 10 ~15 11 -
B/T 2.08 1.22 3.04 2 2.54 -
L/ ^1/3 9.39 7.54 8.80 - 8.82 -
Disp.(tonnes) 2200 178 3000 - 5000 -

The findings of the literature review and parent ship analysis encouraged performing a
parametric study on the NPL series and fast displacement hull form series for the
main hull of trimaran configuration. High speed Towing Tank at NSTL has model test
data base for fast displacement as well as NPL hull forms consisting of 9 ships. These
test data were extrapolated for a main hull displacement of 2600 tonnes and arrived at
residuary resistance coefficient (Cr) for different Froude number (Fn).
 Parametric studies lead to reasonable conclusions in choosing NPL as base
hull form as its behaviour is similar to other fast
ast displacement hull forms upto Froude
number 0.4 (even though it has slightly higher Cr) Cr).However
.However more benefits are seen
beyond Froude number 0.4 as the hump in Cr is reduced profoundly there thereafter.. This is
an advantageous feature for the present trimaran hull form desig
design. On the basis of the
parametric studies and analyzing other requirement like wide aft, it was decided to
adopt the
the NPL as the baseline hull for trimaran
trimaran (both main and side hulls). The initial
main and side hull displacements were fixed to 2600 tonnes and 200 tonnes each
respectively. To arrive desired dimensions Lackenby technique was applied on the
NPL baseline hhull
ull (L/B 9.5) and initial hull forms (main & side)
side were developed. The
side hull length is about 52% of main hull. The details of these hull forms are gigiven
ven in
Fig 3 and Tab
Table 2.

((3a)

((3b)

Fig 3: Main (4a)

a) & side hull ((4b) of trimaran

Table 2: Particulars of main & side hulls

Description Main hull Side hull Remark

L/ (1/3) 9.24 11.11 Lside / Lmain : 52%
B/T 2.54 1.36
CB 0.498 0.498
CP 0.684 0.684

4.. TRIMARAN HULL FORM OPTIMISATION

Thee total resistance of trimaran is contributed by the resistance of main hull,

two side hulls
hull and the interference effects among them. The major contribution of
these interference effects is the wave making interference
interference. There
re is a possibility of
viscous interference if the separation distance between the main & side hull gives rise
to viscous boundary layer interaction. The totalal resistance components for a trimaran
configuration could be ass given in equation 3.1

RT = RF + RWP + RFORM + R BD + R APP + R AA (3.1)

RT = Total resistance of trimaran
RF = Skin friction resistance
RW P = Wave pattern resistance
RFORM = Form resistance
RBD = Transom stern resistance
RAPP = Appendage resistance
RAA = Air resistance

In generally
enerally, transom stern resistance which arises due to the presence of high
pressure flow filed changes generated due to the presence of transom stern is not
considered for wave pattern resistance estimation. However transom stern resistance
has to be accommodated for as the transom is not always wet and there is tendency for
high pressure field changes at that location.
location Most of the times RWP + R BD is referred
as RR , residuary resistance.One
resistance One should note that viscous scaling has to be applied for
R BD which is normally skipped in most of the model - ship extrapolation procedures
for hull with transom stern.
stern Hydrodynamic study was carried out for main hull and
side hull separately in the first phase to understand the individual hull form behaviour.
behaviour.
The stagger & separation of side hulls relative to the main hull is an important aspect
of trimaran
trimaran platform design as it greatly affects the wave interference between the
hulls and thus the over
overall
all resistance characteristics. The convention for stagger &
separation is defined in the Fig 4. Optimization
ptimization studies for different combinations of
stagger and separation for a Froude no. range of 0.1-0.7
0.1 were carried out to determine
the effect of relative position of side hulls w.r.t. main hull on the wave making
resistance. The test matrix for the hydrodynamic study made is presented in Table 33.

Table 3: Test matrix for hydrodynamic study

Main hull R00

Side hull R01
Trimaran x/LOA x 100
y/LOA x 100 0% 15 % 30 %
8% R11 R2 R3
10 % R44 R5 R6
11 % R77 - -

Fig 4:: Convention followed for stagger and separation

A series of CFD analysis using Shipflow and model tests were conducted on a scaled scale
model of the trimaran at High Speed Towing Tank (500m x 8m x 8m) for all these
nine conditions.
conditions Figures showing flow field captured throughthrough CFD anaanalysis
lysis along
with pphotographs
hotographs of corresponding
correspon g model tests for a full scale speed condition of
35knots is given at Fig 55.. The results of main and side hull individually were utilized
in the derivation of percentage
perce interference resistance (%
% R)R as stated in equation
3.2
3.2.

% R = 100*[ Rtrimaran - (Rmain + 2*Rside ) ] / (Rmain + 2*Rside ) ( 3.2)

 Both the results when analysed showed that condition R1 gives the minimal
wave making resistance for this hull form and thus the minimal total resistance for a
given Froude no. range. On the basis of the above result , the stagger and separation
were fixed at 0 % and 8% LOA respectively and the optimized hull form was
developed for a total displacement of about 3000 tonnes whose details are given in the
Table 4 and Fig 6. While comparing results of various test cases , wave pattern
resistance coefficient (CWP) is used as the parameter where as total measured
resistance coefficient (CT) is used for model test results. Detail test results are
presented in section 5 of this paper.

Fig 5a: main hull

Fig 5b: side hull

Fig 5c: 0 % stagger 8% separation

Fig 5: Model tests & Shipflow analysis

Table 4: Main particulars of optimised trimaran configuration (R1)

Description Trimaran
L/ (1/3) 8.82
B/T 7.5
CB 0.540
CP 0.706
 Fig 66: Optimised trimaran configuration (R1)

5.. RESULTS AND DISCUSSION

Shipflow analysis for the wave pattern resistance coefficient using boundary
element method gave encouraging results for a Froude number (Fn) range of 0.3 0.3-0.7
0.7
when compared with the model tests as shown in Fig 7. 7. The wave patter resistance
coefficient ((C
CWP) showed a hump nature at Fn close to 0.3 & 0.5,, which is common
for such hull forms. The results before 0.3 Fn were not depicting realistic
phenomenon and is understood to be the limitation of software. Since, for the same
ship speed
speed, side hull operates at a higher Fn, the CWP for the side hull is considered for
a larger range of Fn. It is observed that test case R1 possess minimum wave pattern
resistance for the desired range of Fn..

Fig 7:: Shipflow results (CWP vs Fn)

Model tests
test results as presented in Fig 8 also confirmed the results of
computational study carried out using Shipflow. Test cases R3 & R6 which
corresponds to 30% stager had higher total resistance coefficient ((CT) values
compared to 15% & 0% stagger for all the separations considered. Again R1 was the
best among all the test cases w.r.t. resistance characteristics. Study also confirmed that
side hull with 0% stagger performed better than any other stagger location. The reason
for better performance with 0% stagger of side hulls is due to minimal interference of
main hull to side hull wave pattern system. Also transom stern interaction of main
hull with that of side hulls is least for this stagger location.

Fig 8: Model tests results (CT vs Fn)

Fig 9: % Interference resistance vs Fn

 Multi hull vessels are generally optimised so as to ensure minimal wave
interference effect among them. Interference resistance was estimated as per equation
3.2 and is plotted as shown in Fig 9.Maximum interference resistance was observed
for 30% stagger location (R3 & R6) throughout the Froude number range considered.
Interference resistance for 15% stagger (R2 & R5) was better upto 0.35 Fn when
compared to 0% stagger (R1, R4 & R7). Minimal interference was again observed for
R1 test case for desired Fn range. The hydrodynamics behind least interference
resistance is the extent of interaction of main hull divergent shoulder wave system
with the side hull bow & divergent shoulder wave system. It was observed that when
the stagger is 0% this wave system interaction was destructive and thus resulted in
optimized trimaran configuration. The effect of separation for the present test matrix
chosen on wave interference is minimal for a constant stagger.

6. CONCLUSIONS

Hydrodynamic studies were carried out on trimaran platform using model

tests & Shipflow analysis. Initial trimaran optimization studies are discussed in the
paper along with presentation of non dimensional test data. Stagger of the side hull
seem to play a greater role in the overall trimaran resistance characteristics, although
separation changes cannot be ruled out entirely. The best trimaran configuration was
found to be R1.The interference resistance for the present R1 configuration is about
-5% to 10% .Studies are to be carried out to optimize the platform further by changing
the side to main hull length ratios maintaining constant displacement , introducing
wave piercing bows etc. It can be concluded that there is a good scope for the
optimization of the R1 configuration further in future with CFD study at the initial
stages followed by model tests.
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