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Analysis of inherent course stability of a high-speed catamaran in deep and

shallow water

Article · January 2011

DOI: 10.3233/ISP-2011-0070

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International Shipbuilding Progress 58 (2011) 83–96 83
DOI 10.3233/ISP-2011-0070
IOS Press

Analysis of inherent course stability of a high-speed

catamaran in deep and shallow water

Evgeni Milanov a , Zlatko Zlatev a,∗ , Valya Chotukova a and Frederick Stern b

a Bulgarian Ship Hydrodynamics Centre, Varna, Bulgaria

b IIHR-Hydroscience and Engineering, The University of Iowa, Iowa City, IA, USA

Received 8 March 2011

Accepted 4 May 2011

The paper treats the important problem of prediction of ship’s inherent course stability, based on a large
amount of model experimental data for a well-known bare hull shape – the Delft catamaran 372, covering
a comparatively wide range of Froude numbers and depth to draught ratios. The analysis is based on a
linearized maneuvering model.
As a result, dependency of the stability criterion on Froude number and the water depth to draught ratio
is established and clearly demonstrated for this particular ship case.
Keywords: High-speed catamaran, maneuvering, course stability, shallow water, Delft catamaran 372

1. Introduction

When studying ship’s directional stability in case of fixed ship controls (or bare
hull), the inherent course stability of the ship under the action of small external dis-
turbances is usually considered. If a ship has a considerable degree of inherent course
instability, the desired path can be maintained by means of larger deflection angles
and increased frequency of control actions. On the other hand, ship’s operational
characteristics are related mainly to its hull geometry, hence, being subject to ini-
tial design changes aimed at improvement of the course keeping capability. Thus,
the investigation and prediction of ship’s course stability during the initial design
stages turns out to be of great importance. Moreover, navigation in shallow water,
even at small or moderate Froude numbers, affects significantly the stability of hori-
zontal motions. Additionally, in the case of high-speed craft stability levers become
functions of the Froude number.

* Corresponding author: Zlatko Zlatev, Bulgarian Ship Hydrodynamics Centre, 9003 Varna, Bulgaria.
Tel.: +359 052 370506; Fax: +359 052 370514; E-mail: zlatko3@hotmail.com.

0020-868X/11/$27.50 © 2011 – IOS Press and the authors. All rights reserved
84 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran

A generic catamaran form, namely a well-known high-speed catamaran bare hull

shape – the Delft catamaran 372 [7] with overall model length of 3.833 m has been
chosen and tested in the 200 × 16 m × 1.50 m shallow water towing tank of the
Bulgarian Ship Hydrodynamics Centre (BSHC), including “straight course”, “static
drift” and dynamic tests (pure sway and pure yaw) in calm water, at four h/T ratios.
As a matter of fact, this particular hull form has recently been chosen as a benchmark
case by the NATO AVT-161 “Assessment of stability and control prediction methods
for NATO air & sea vehicles” working group, whose objective is assessment of the
feasibility of various computational tools for modern design of air, land or seagoing
vehicles. Therefore, the overall objective of the experimental programme was the
provision of a reliable and accurate EFD database, systematically covering a range
of subcritical, critical and supercritical depth Froude number Fnh values for water
depth to draught ratios h/T = 8.21 (“deep water case”), 2.5, 2.0 and 1.5 in calm
water.
Based on the large amount of EFD data obtained, the sway and yaw linear deriva-
tives are determined experimentally at the different h/T ratios within a range of FnL
(or Fnh ). Consequently, the catamaran course stability criterion is calculated based
on the yaw and sway damping stability levers. The stability indices are analyzed in
view of under-keel clearance and Fnh dependency.

2. Experimental investigation

Within the EFD part of the high-speed catamaran maneuvering study the captive
model tests in calm shallow water were carried out starting with bare hull charac-
teristics. The main objective was to obtain reliable data on multi hull hydrodynamic
loads in restricted water depth at high Froude numbers. In the present catamaran di-
rectional stability analysis the linear part of the measured forces and moments acting
on the bare hull was considered only.

2.1. Description of the ship model

Delft Catamaran project 372 [7] has been used as a basic hull shape form for
model design and manufacturing (see Fig. 1).
The model hull main particulars are presented in Table 1.

2.2. Towing tank facility

The Planar Motion Mechanism (PMM) captive maneuvering experiments were

performed in the BSHC Shallow Water Towing Tank which measures 200 × 16 m in
length and width, respectively, with a maximum possible water depth of 1.5 m.
In view of obtaining stable and consistent results at the lower h/T values it was
necessary to ensure adequate tank bottom flatness. This was achieved by precise
preliminary repair works, resulting in bottom flatness of less than 10% of the model
draught in the most shallow case of h/T = 1.5.
 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran 85

Fig. 1. Hull body lines.

Table 1
Catamaran model particulars
Main particulars Symbol Dimension Model scale value
Length between perpendiculars LPP (m) 3.627
Breadth (monohull) B (m) 0.290
Clearance btw monohull CPs – (m) 0.847
Draft at midship T (m) 0.1815
Displacement volume Δ (m3 ) 0.077
Longitudinal C.B.* LCB (m) −0.097
Wetted surface area, bare hull S (m2 ) 1.422
Appendages none
Turbulence stimulators none
* Positive ahead of midship section.

2.3. Experimental set-up

The PMM tests were conducted using Hydronautics Inc. “Large amplitude hori-
zontal planar motion mechanism” (LAHPMM), available at BSHC. A detailed de-
scription of the PMM system including its principles of operation is given in [2].
A schematic diagram of the PMM showing the method of model attachment, the po-
sitioning of the force measurement and an overall view is presented in Fig. 2. All
tests were performed with the catamaran bare hull. The ship model was free to trim
86 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran

Fig. 2. Schematic view of the experimental set-up.

Fig. 3. General view of the experimental arrangement in the shallow water towing tank.

and heave, but restricted to roll during all tests. Drag force, sway force and yaw
moment were measured by cube-shaped single-component force load cells. Motion
kinematics was recorded, including bow and stern sinkages. The ship-fixed coordi-
nate system, traditionally adopted in PMM maneuvering tests, with origin fixed at
model’s COG, was used for prescribing the motion characteristics and data acquisi-
tion [2]. A view of the catamaran model attached to the PMM unit in the towing tank
is presented in Fig. 3.

3. Experimental programme

In order to obtain reliable and consistent experimental data from the PMM dy-
namic tests, especially in shallow water, it is necessary to eliminate any frequency-
 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran 87

Fig. 4. Tank resonance periods versus wave number for the set of depth to draught ratios h/T .

dependent surface waves. Following Strøm-Tejsen and Chislett [5], the frequencies
at which tank resonance occurs are solely dependent on tank dimensions:

2π
Tr = ,
σ

where: Tr – period of resonance frequency, σ 2 = gk tanh(kh), k – wave number,

2π 2 2
k – wave length = 2b; b; 3 b; 4 b, etc., h – water depth; b – tank breadth.
Taking water depth as a parameter we calculate the expected periods of standing
waves for a predefined set of h/T values, as shown in Fig. 4. The tests were carried
out at the following water depth to draught conditions: h/T = 1.5, 2.0, 2.5, 8.21
(“deep water” case).
Considering the above limitations, a period of oscillations Tr > 20 s was chosen
for the dynamic PMM tests. Additionally [2] the following requirements for avoiding
adverse surface and memory effects were fulfilled:

ωUm ωLm
< 0.20, < 3.0.
g Um

Um – model approach speed; Lm – model length.

Table 2 illustrates briefly the experimental program of the PMM tests for the se-
lected set of water depth to draught ratios h/T . The tests were carried out at the
following water depth conditions: h/T = 1.5, 2.0, 2.5 and 8.21 (deep water).
By representing the PMM data for the side force Y and yaw moment Nz as
functions of the kinematical parameters, the linear derivatives with respect to sway
and yaw velocities and accelerations are calculated, thus added mass and inertia
as well as damping terms in the equations of the maneuvering motion (1), (2), de-
scribed further in Section 4, are estimated. Figure 5 demonstrates velocity derivatives
Yv , Nv , Ym
 −m and N  −m x dependency on water depth to draught ratio h/T and
r g
depth Froude number Fnh . The same influence on added mass Yv̇ − m , Nv̇ − m xg
88 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran

Table 2
Experimental program of the static and dynamic PMM tests
Carriage speed Uc Fnh Drift angle β
(m/s) (–) (◦ )
Static drift angle tests
0.817 0.5 −6, −4, −2, 0, 2, 6, 8, 10
1.633 1.0 −6, −4, −2, 0, 2, 6, 8, 10
2.080 1.272 −6, −4, −2, 0, 2, 6, 8, 10
Uc Fnh Nondimensional sway acceleration v̇max βmax
(m/s) (–) (–) (◦ )
Dynamic tests
Pure sway
0.817 0.5 −0.02; −0.04; −0.06 4.86
1.633 1.0 −0.02; −0.04; −0.06 4.86
2.080 1.272 −0.02; −0.04; −0.06 4.86

Uc Fnh Nondimensional yaw rate rmax ψmax

(m/s) (–) (–) (◦ )
Pure yaw
0.817 0.5 −0.02; −0.04; −0.06 4.86
1.633 1.0 −0.02; −0.04; −0.06 4.86
2.080 1.272 −0.02; −0.04; −0.06 4.86

and inertia terms Yṙ − m xg , Nṙ − Iz is illustrated in Fig. 6. As shown, the influ-
ence of both parameters considered on linear derivatives is not simple and unique. To
clarify this, the investigation continues with analysis of resulting horizontal motion
stability levers.

4. Ship steering dynamics model

Based on the obtained experimental data, a time-domain numerical analysis of the

catamaran directional stability was performed as follows.
It is known that ship maneuvering motions can be represented in adequate man-
ner by a coupled nonlinear system of ordinary differential equations [4,6]. In non-
dimensional form the sway and yaw equations of horizontal motion are:

(Yv̇ − m )v̇  + Yv v  + (Yṙ − m xG )ṙ + (Yr − m )r = −Ycontrol


, (1)
(Nv̇ − m xG )v̇  + Nv v  + (Nṙ − Iz )ṙ + (Nr − m xG )r = 
−Ncontrol . (2)

The control and external force terms are assumed to be present at the right-hand sides
of the above equations. In our case, the catamaran waterjet flow control nozzles are
situated above waterline and bare hull have been tested, therefore inherent vessel
 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran 89

Fig. 5. Linear velocity derivatives governing stability as functions of the depth Froude number Fnh and
water depth to draught ratio h/T .

directional stability is subject of investigation with zero control and external forces
in Eqs (1) and (2). Let’s suppose that at the moment τ = 0 the ship was subject to
90 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran

Fig. 6. Acceleration derivatives governing stability as functions of depth Froude number Fnh and water
depth to draught ratio h/T .
 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran 91

instant external sway and yaw disturbances:

v(τ )τ =0 = v0 , r(τ )τ =0 = r0 , (3)

where: v0 and r0 – magnitudes of the initial impulse actions, respectively. Such sit-
uation takes place when a ship, moving straight forward, was disturbed by a single
wave action, for instance.
The Laplace transform of the linearized equations of motion yields:

V (p)[pa1 + a2 ] + R(p)[pa3 + a4 ] = a1 v0 + a3 r0 , (4)

V (p)[pb1 + b2 ] + R(p)[pb3 + b4 ] = b1 v0 + b3 r0 , (5)

where:

a1 = (Yv̇ − m ), a2 = Yv , a3 = (Yṙ − m xG ), a4 = (Yr − m ),

b1 = (Nv̇ − m xG ), b2 = Nv , b3 = (Nṙ − Iz ),
b4 = (Nr − m xG ).

The characteristic polynomial Q(p) is given by the expression:

Q(p) = Ap2 + Bp + C

and the roots are:


B B2 C
p1,2 =− ± 2
−
2A 4A A
with:

A = a1 b3 − a 3 b1 , B = a 1 b4 + a 2 b3 − a 3 b2 − a 4 b1 ,
C = a2 b4 − a 4 b2 .

The last term represents the well-known stability criterion C. Course-stable ships
should satisfy the condition C > 0.
Now we rewrite the criterion C in a form:

Nr Nv
l d = lr − lv = − ,
Yr − m Yv

where: ld – dynamic stability lever, lr – yaw damping lever, lv – static stability lever.
For a course-stable ship we have lr − lv > 0 which means that the center of rotary
force lies forward of the center of static force. The positive or negative magnitudes
92 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran

of ld are considered to provide [2] a measure of the degree of the vessel’s inherent
directional stability or instability, respectively. The calculated values of dynamic sta-
bility lever for the catamaran motion in shallow water at h/T = 1.5, 2.0 and 2.5 with
speed corresponding to Fnh = 0.5, 1.0 and 1.27 are given in Fig. 7. The following
conclusions can be drawn:
• For all investigated flow regimes the catamaran has negative inherent course
stability.
• Generally, the tendency of course stability increasing at the higher Froude num-
bers is observed.
Similar directional instability of a multihull vessel has been reported by Ishiguro
et al. [3] and Faltinsen [1] for the Super Slender Twin Hull (SSTH) without skegs
(Fig. 8).
For a deeper insight into the vessel’s inherent stability we will adopt linear analysis
approach to the behavior of open-loop control systems [4].
Solution of the system (4), (5) with respect to the side and yaw velocities yields:

V (p) = v0 [p(a1 b3 − a3 b1 ) + (a1 b4 − a4 b1 )] + r0 [a3 b4 − a4 b3 ]/Q(p),

R(p) = r0 [p(a1 b3 − a3 b1 ) + (a2 b3 − a3 b2 )] + v0 [a2 b1 − a1 b2 ]/Q(p).

The above expressions have a form of rational functions:

M (p)
F (p) = ,
N (p)

where M (p), N (p) are polynomials of the parameter p in which the denominator is
of power n.
Original of similar function can be found using Heaviside’s expansion theorem:
n 
 
M (p)(p − pi )
f (τ ) = ep i τ .
N (p) p=pi
i=1

Then, by inverse transform, we can obtain expressions for the catamaran response
drift velocity v(τ ) and yaw rate r(τ ) time characteristics under the action of instan-
taneous disturbance. Separating the above characteristics into four combinations of
response to particular disturbances in sway velocity v0 and yaw rate r0 , denoted as
v (τ ) v (τ ) r(τ ) r(τ )
v0 ; r0 ; v0 ; r0 we have:

v(τ ) 1 
= (a1 b3 − a3 b1 ) · (p1 e−p1 τ − p2 e−p2 τ )
v0 p1 − p2

+ (a1 b4 − a4 b1 )(ep1 τ − ep2 τ ) ,
 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran 93

Fig. 7. Calculated static stability lever lv , yaw damping lever lr and resulting dynamic stability lever ld
for shallow and deep water vs. Fnh .
94 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran

Fig. 8. Directional stability criterion C versus Fnh for SSTH [3] and Delft 372 catamaran.

v(τ ) 1  
= (a3 b4 − a4 b3 ) · (e−p1 τ − e−p2 τ ) ,
r0 p1 − p2
r(τ ) 1  
= (a2 b1 − a1 b2 ) · (e−p1 τ − e−p2 τ ) ,
v0 p1 − p2
r(τ ) 1 
= (a1 b3 − a3 b1 ) · (p1 e−p1 τ − p2 e−p2 τ )
r0 p1 − p2

+ (a2 b3 − a3 b2 )(ep1 τ − ep2 τ ) .

The time histories of catamaran response to small disturbances in sway and yaw
velocities for the shallow water case h/T = 1.5 are presented in Fig. 9.
It is evident that:
• The degree of yaw amplitude decay is small for all Fnh values, i.e., course
deviation will be very large;
• sway motion magnitude is relatively low;
• in all four modes of external disturbances the catamaran still has residual values
of yaw and sway motion velocities after 20 s.

5. Conclusions

The experimental results and the subsequent linear maneuverability analysis of

the Delft 372 catamaran bare hull form have shown its inherent course instability
in the whole range of h/T ratios and Froude numbers studied. At the same time a
pronounced tendency for instability reduction at higher Fnh has been established.
The outcome from this research turns out to be of great importance in two ways.
On one hand, part of the large amount of EFD data has already been successfully
used for CFD validation purposes, as shown in [8]. On the other hand, the results
will facilitate the correct planning and conduct of forthcoming series of captive and
 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran 95

Fig. 9. Delft 372 catamaran response to sway and yaw instantaneous disturbances for the shallow water
case h/T = 1.5.

autonomous tests of the same model equipped with waterjet propulsors, planned to
be performed in the shallow water and the seakeeping and maneuvering tanks of
BSHC within an ongoing expansion of this project.

Acknowledgements

This work was supported by the Office of Naval Research, Program NICOP grant
N00014-01-543 and the BSHC 2008/09/10 annual research programmes. Special
thanks to Dr. Patrick Purtell of ONR, USA.
 96 E. Milanov et al. / Analysis of inherent course stability of a high-speed catamaran

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