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The Specialist Committee on High Speed Craft

Final Report and Recommendations to the 26th ITTC

1. INTRODUCTION  Osaka Prefecture University, Osaka, Japan,

December 2010.

1.1 Membership 1.3 Recommendations of the 25th ITTC

The 25th ITTC appointed the Specialist The following is the specific guidance
Committee High Speed Craft with the provided by the 25th ITTC on the work to be
following membership. undertaken by this committee.

 Yoshiho Ikeda, (Japan), Chair, Osaka 1. Review and identify numerical and
Prefecture University. experimental developments for the
 Giles Thomas (Australia), Secretary, prediction and behaviour of high-speed
Australian Maritime College. craft, especially multi-hull vessels,
 Gregory Grigoropoulos, (Greece), National addressing seakeeping, powering,
Technical University of Athens. manoeuvring, far field waves and wash,
 De Bo Huang, (China), Harbin Engineering air resistance and stability.
University.
 Dominic Hudson, (UK), University of 2. Identify validation data for new designs
Southampton. appropriate for benchmarking purposes.
 Kourosh Koushan, (Norway), MARINTEK. Include relevant data about the ship
 Gordana Semijalac, (Croatia), Brodarski geometry and loading condition,
Institute. allowing the validation of numerical
 Andrey Sverchkov, (Russia), Krylov techniques in realistic conditions
Shipbuilding Research Institute. including some or all of the major
 Osman Turan, (UK), University of Glasgow challenges: large domains, complex
& Strathclyde. bathymetry and unsteady effects.

1.2 Meetings 3. Review, identify any requirements for

changes and, if approved by the
Four Committee meetings were held as Advisory Council, update ITTC
follows: Recommended Procedures applicable to
high-speed craft.
 Brodarski Institute, Zagreb, Croatia, May
2009. 4. Update the ITTC Symbols List for
 National Technical University of Athens, high-speed craft, especially with respect
Athens, Greece, October 2009. to waterjet propulsion, taking into
 Australian Maritime College, Tasmania, account ISO 31 “The Principles of
Australia, May 2010. Notation” and making the symbols
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consistent in the procedures for high- and Faltinsen (1991) and is variously referred
speed craft. to as a ‘2.5D method’, ‘2D+t’, ‘high speed strip
theory’, etc. It is documented with examples in
Faltinsen (2005). This method is capable of
2. REVIEW OF STATE-OF-THE-ART representing the interaction effects between the
hulls of a multi-hull vessel travelling at high
Prior to the formation of this current forward speed. Other applications of a similar
specialist committee, the last ITTC committees method to semi-displacement hull forms
with a high speed craft focus reported to the include those of Holloway and Davis (2006),
22nd ITTC in 1999. For that ITTC there were where an extensive discussion of the
two high speed craft specialist committees: development of the theory is presented along
Safety of High Speed Marine Vehicles and the with predictions for two mono-hulls and
Model Testing of High Speed Marine Vehicles. comparisons to experimental measurements. It
In the intervening years many developments in is shown in both Faltinsen (2005) and
the field of high speed craft have been covered Holloway and Davis (2006) that the 2.5D
by the work of the standing ITTC committees. method provides a practical method for
predicting the motions of semi-displacement
Following consultation with the Advisory vessels with a significant improvement in
Council the review of state-of-the-art has been accuracy over conventional strip theories and
limited to developments presented in the public faster computational times than full three-
domain for the years 2005 to 2010. Whilst the dimensional calculations. This finding is in
main focus of the review is on multihull vessels, agreement with earlier work on these methods
some significant work is included for (see for example, Takagi et al., 1995 and Duan
monohulls and novel craft. et al., 2001).

2.1 Seakeeping When using a more conventional two-

dimensional (strip theory) approach, where
Numerical Methods. For semi-displacement forward speed effects associated with the free
craft the numerical methods available for the surface are not included, for catamaran vessels
prediction of vessel motions are similar to it is possible to perform the calculation using
those used for ‘conventional’ ships in their both demi-hulls, or ignoring the effects of one
mathematical basis. That is, potential flow demi-hull on the other. The former approach
techniques may be adopted and these may be tends to overestimate the interaction effects
either two-dimensional (strip theory) or three- between the two hulls at high forward speed,
dimensional (panel, or boundary-element) although may work well at low speeds. At
methods. The details of the mathematical moderate to high forward speeds better results
models and numerical approaches are thus well are obtained through neglecting the interaction
documented elsewhere (ITTC 2005, 2008). The effects between the hulls (Thomas et al., 2009).
accuracy achieved with application of such
techniques varies depending on craft Arribas and Fernandez (2006), however,
configuration, geometry and speed. demonstrate good accuracy between numerical
predications and experimental data using a
With regards to two-dimensional methods, more conventional strip theory, by augmenting
which do not usually account for any three- the basic potential flow theory to include
dimensional effects including those associated approximations for viscous lift and drag forces.
with forward speed, there is a development
specific to high speed craft where the free An interesting development of the linear
surface boundary condition includes the effects strip theory approaches is the nonlinear strip
of speed. This was initially developed by Zhao theory of Tiao (2010). This applies a third
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order Volterra model to the strip theory to of high speed craft motions is in Sclavounos et
derive nonlinear expressions for the pressure al. (2003) who investigated both calm water
over the hull of a high speed patrol craft. These resistance and response in waves with and
pressures are used to predict the motions of the without the effects of a motion control surface.
craft. Tiao (2010) applies statistical techniques No comparisons to experimental data are
to the responses of the vessel in order to included in this work, however. Comparisons
compare results with experimental between predictions using a Rankine source
measurements. This comparison indicates good method, Green’s function approaches (with and
agreement. without the forward speed Green’s function),
conventional strip theory and experimental data
Three-dimensional potential flow methods, are provided in Bruzzone et al. (2001) and also
particularly those utilising a translating, Cappelletti et al. (2003). These papers indicate
pulsating source Green’s function are capable that both the Rankine source and the forward
of predicting motions of semi-displacement speed Green’s function methods capture
craft reasonably accurately – and in particular forward speed effects well, in contrast to the
representing correctly the interaction of flow conventional strip theory and the Green’s
between the hulls of a multi-hull vessel as function method without forward speed. In
speed increases. This is demonstrated by Inoue some circumstances – most notably the
and Kamruzzaman (2008) for a variety of prediction of peak pitch RAOs – the Rankine
multi-hull vessels through comparison with source method offers an improvement over the
experimental data. An application of such a forward speed Green’s function approach.
method in predicting motion sickness onboard
a high speed catamaran ferry form of wave- Predicting the motions of planing, rather
piercing design is given in Fang and Chan than semi-displacement, craft remains a
(2007), which also includes comparisons to challenge but progress has been made in recent
experimental data. In line with earlier findings years. Garme (2005) demonstrates
(e.g. Bailey et al, 1999), these papers indicate a improvements to a potential flow strip theory
translating, pulsating source method is capable technique, through particular attention to the
of predicting catamaran motions reasonably calculation of pressure close to the transom
accurately, however the pitch response around stern. Comparisons to experimental and full-
resonance tends to be over-estimated. Three- scale data indicate improvement to the strip
dimensional methods incorporating non-linear theories usually adopted for planing craft,
effects – usually to the Froude-Krylov and essentially based on the work of Zarnick (1978).
restoring terms may also be applied to high A recent example of such a strip theory,
speed craft (e.g. Ballard et al, 2001). applied to a rigid-inflatable planing boat is that
of Lewis et al. (2007) who demonstrate
An alternative three-dimensional potential reasonable agreement when compared to
flow approach to the prediction of ship motions experimental data, even though the craft is
is the use of Rankine sources where the free outside the range of parameters tested by
surface is represented by panels, together with Zarnick (1978) and more usually associated
the hull surface. This approach avoids some of with the application of such a method.
the numerical difficulties associated with the
evaluation of the forward speed Green’s Progress is being made in the simulation of
function, whilst also being more readily high speed vessel responses using Reynold’s
extended to non-linear predictions if a time Averaged Navier-Stokes (RANS) methods,
domain formulation is used. Difficulties may although computational times remain too long
arise, however, at the intersection of the body for practical applications. Two alternative
and free-surfaces. An example of the approaches have been reported in Caponnetto
application of such a method to the prediction et al. (2003), both using the commercial flow
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solver COMET. The first of these approaches 150 degrees. These measurements covered a
re-meshes at each time step and the second systematic variation of hull forms based on
retains the same mesh but moves it at each time both the NPL series and the Series 64. Data are
step. In a comparison with experiments both also presented for added resistance, one of the
appear promising with the re-meshing strategy few public domain reports of this quantity for
offering an improvement. semi-displacement multi-hull craft. More
recently Thomas et al. (2009) undertook
Experimental Results. Experimental data on measurements on a catamaran travelling at
the motions of high speed craft are extremely Froude numbers of 0.203, 0.406 and 0.508 at a
valuable, both in their own right for design heading angle of 160 degrees to the waves for a
purposes and for validation of numerical similar hull form derived from the NPL Series.
methods. Experimental data includes both Although neither of these sets of measurements
model-scale and full-scale investigations conforms to ITTC requirements for benchmark
studies they nonetheless provide a useful
Full-scale measurements are particularly resource for both designers and those
valuable, since any questions over scaling – developing numerical prediction tools. The
and the scaling process - are removed. Davis measurements of Katayama (2007) of roll
and Watson (2005) describe the derivation of damping of multi-hull vessels are also of
response amplitude operators for an 86m wave- benefit to developers of numerical prediction
piercing catamaran using measurements made methods. The description of a prediction
during a delivery voyage. Fukunaga et al. method for roll damping (Katayama, 2008) is
(2008) measured ship motions in six degree of of particular value.
freedoms of a full scale wave-piercing
catamaran for several months to identify the Investigations into planing craft at model
effect of the ride control system on pitch and scale include Chiu et al. (2007) and Chiu et al.
roll motions. (2009), who measured pressures, as well as
Katayama and Ikeda (2005) who developed a
For planing craft, Morch and Hermundstad new experimental test method for planing craft.
(2005) describe in detail the acquisition of full There are relatively few recent model tests on
scale pressure measurements in waves. These systematic variations in planing craft hullforms
data are relatively rarely available in the public in waves, this makes the work of Kowalyshyn
domain. In another study of planing craft, and Metcalf (2006) particularly valuable.
Blount and Schleicher (2006) report Taunton et al. (2011) measured heave, pitch
experimental data for accelerations measured and acceleration responses of a more limited
onboard a hard chine craft. Schleicher (2006) series of four hard-chine planing hulls in waves
further discusses the use of acceleration data with a view to investigating the effects of such
for planing craft and the statistical treatment of motions on the crew.
such data necessary when the vessel’s
responses are highly non-linear. Townsend et al. (2009) investigated the
performance of rigid inflatable boats through
More extensive data is available for model- experimental testing that included the effects of
scale experiments. In addition to those papers the pressure in the inflatable tube on the
mentioned when discussing developments in measured heave and pitch responses. Regular
theoretical methods, there have been many and irregular wave testing was performed and
useful reports over the years. Measurements of the effects of slamming considered.
catamaran motions were undertaken by
Molland et al. (2001) for Froude numbers of Operability. A key parameter in the design
0.2, 0.5 and 0.8 in head seas and 0.65 in head of high speed craft is often the operability of
and oblique waves (heading angles of 120 and the craft in realistic sea-states. This is clearly
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governed by the seakeeping response of the equivalent static compressive dose value’ for
vessel which may be evaluated using one of the the lumbar spine region. These methods are
theoretical techniques discussed, or derived starting to be applied to the design of high
from specific model tests, or full-scale data. speed craft (see, for example, Peterson et al.
The criteria to use to judge operability may be (2004) and Taunton and Hudson (2009)).
based on the likely susceptibility of passengers
to motion sickness through an assessment of A similar approach to that of Schleicher
motion sickness incidence (MSI) – in a manner (2006) to the response statistics of planing craft
comparable to that used for displacement motions is taken by Allen et al. (2008) in the
vessels. Alternatively for craft not designed for context of investigating exposure to vibration
passenger transportation other measures may onboard small high speed planing craft. Other
be more appropriate. For planing craft the work looking into the effects of motions on
effect of shock impacts on the long term health crew effectiveness includes McMorris et al.
of the crew or the motion-induced fatigue of (2009), who looked at the effects of different
the crew may be the limiting factor in the seat types on crew performance using
operation of the craft. physiological measurements, as well as
Nieuwenhuis (2006) who measured the
In all cases the operability criteria may be influence of the helmsman on the motions of a
applied in a design optimisation and combined rigid inflatable boat at full scale. This latter
with measures of hull resistance, service effect is extremely important, yet rarely
economics and safety. Examples of such investigated.
combined approaches for high speed craft are
those of Turan et al. (2003), Dudson and 2.2 Resistance
Rambech (2003) and Ikeda et al. (2003.
Numerical Techniques. Computational
Although the use of motion sickness Fluid Dynamics (CFD) has made great
incidence (MSI) as evaluated by the classic progress in recent years, with many workshops
method of O’Hanlon and McCauley (1974) and conferences promoting its development,
persists in naval architecture, more recent e.g. Naval Hydrodynamics Symposia and
advances in the understanding of motion FAST Conferences. Various codes of both
sickness and its dependence on motion potential and viscous CFD have been
amplitude, frequency and duration suggest that developed and applied in many aspects in high
a MSI derived from a motion sickness dose speed craft. Some of these can accommodate
value (MSDV) is more appropriate (see, for complex ship forms and conditions, e.g.
example, Lawther and Griffin, 1988). These unsteady RANS code, simulations of resistance
recent advances are included in the relevant of high speed ships using water jets and the use
ISO standard (ISO 2631, 2003) and this is now of level set method to treat highly distorted
generally recommended for use. Fang and water surfaces (breaking waves & overturning
Chan (2007) is an example of the application of bow waves). Complex appendage grid
this standard to the calculation of motion generation methods allow an efficient treatment,
sickness onboard a wave-piercing catamaran. and dynamic grids are used to cope with
structured- or unstructured-grid-expressed body
For high speed planing craft the same ISO motions.
standard (ISO 2631, 2003) also includes
measures of Vibration Dose Value (VDV) that Some of the codes have been reported to
may be appropriate to the evaluation of crew achieve as little as 3 to 10% discrepancies
fatigue, together with measures suitable for the when compared with experimental test results,
evaluation of spinal injury. This latter uses Part showing good predictions for resistance,
5 of the ISO standard to calculate a ‘daily sinkage and trim for monohull and multihull
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high speed craft. However comparisons for Mizine et al. (2009) discuss the
certain hullforms give predicted resistances hydrodynamic flow interference effects
with considerable discrepancies from model between the main and side hulls of trimaran
test results. Whilst some codes can provide a ships. The hydrodynamic research and model
very good simulation of the free surface testing of the large trimaran ship - Heavy Air
(breaking waves, spilling breakers, turnover Lift Support Ship (HALSS) showed a large
phenomenon, wave pattern and wave profile, change in resistance ( 70%) due to a moderate
using viscous codes, particularly grid (15% from length of center hull) shift in the
generation, is time-consuming. longitudinal side hull position. CFD
calculations were performed with various
Researchers have indicated that there are computational codes and compared to test data.
still several issues requiring consideration, e.g. Dudson et al. (2005) present the hydrodynamic
choice of turbulence models; V&V problems in optimisation of the central hull of a 290m
reaching the asymptotic range, oscillatory pentamaran to maximise the speed of the vessel
convergence; unrealistic order of convergence; with a pre-determined machinery package. The
monotonic divergence; issues with complex optimisation of the hullform was performed by
geometries (appendages); necessary conditions combining the parametric CAD program
to reach grid convergence (unequal refinement FRIENDSHIP-Modeler with the CFD code
in different coordinate directions) and severe SHIPFLOW via the generic optimisation tool
grid dependency of the pressure resistance. FRIENDSHIP-Optimiser. A series of
resistance tests was conducted to verify the
Much of the resistance research work has accuracy of the CFD calculations and to prove
focused on numerical predictions using CFD the validity of the optimisation. Colicchio et al.
techniques. For example Brizzolara et al. (2005) carried out a comprehensive numerical
(2005) investigated the hullform optimisation study on semi displacement mono-hulls and
of a fast trimaran ferry with the help of CFD catamarans. They extended the study to the
tools, coupled with modules for automatic trimaran configuration and conducted a series
geometry generation and differential evolution of model experiments for validation purposes.
algorithms to converge on the best solution.
The wave making resistance was evaluated by Several other numerical methods have
means of a free surface potential flow panel received attention in recent years including
method and the accuracy was validated over a slender ship theory, improved Dawson method
large speed range against model experimental and 3-D Green’s function. Degiuli et al. (2005)
results. Then the numerical model was used in conduct an investigation into the resistance
a more complex optimisation to obtain the best components in calm water of trimaran with
multi-hull configuration for low wave-making symmetric outriggers. Calculations were
resistance. Li et al. (2005) used the commercial completed for ten different trimaran
CFD code CFX to calculate the flow field configurations of the Wigley series and for a
around a trimaran and the viscous forces acting Wigley monohull using linear wave theory and
on the hulls. Four different turbulent models Michell approximation. The total resistance
were used and steady and transient simulations and resistance components were then
were compared. The results showed determined through an extensive experimental
considerable discrepancies with resistance tests programme. The calculations using linear wave
in the high speed range, and the viscous force theory and Michell approximation showed poor
calculated using a proposed semi-empirical agreement with wave pattern resistance.
formula suitable for monohulls appeared However the results provided a better
different from that calculated using the CFD understanding of the hydrodynamic content of
methods. the resistance components and the influence of
the trimaran configuration on them.
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Han et al. (2007) investigated the experimental results and its application to the
calculation of wave resistance of trimarans and optimisation of trimaran side hull configuration
pentamarans based on the linear new slender- was exploited.
ship theory and the Kochin function. The
coefficient of trimaran’s wave-making Experimental Investigations. Conducting
resistance was calculated and the numerical high quality experiments of high speed craft is
results agreed well with that of model tests still challenging. Some of the commonly used
showing that the new slender ship wave test techniques and assumptions might not be
resistance theory is applicable to the directly applicable to some high speed craft,
calculation of a high-speed multihull’s wave such as the correlation line and form factor
resistance. Zhang et al.（2006） calculated, (1+k).
under the linear condition, the surface wave
and bottom pressure caused by a high speed Hadler et al. (2007) present the results of
slender ship based on shallow water wave resistance, heave and trim measurements made
theory. They then successfully measured and with a systematic series of 5 models in which
analysed the wave and pressure field induced the transom area ratio was varied from 10% to
by a towed ship model with the surface wave 100% of the maximum section. The hulls,
and bottom pressure measuring system they which used elliptical sections to minimise the
developed. Wang et al. (2009）investigated the wetted surface, had a length-to-beam ratio of
effect of the side hull positions on trimaran 12, the same design water plane and bow shape.
wave making resistance using linear wave They were tested at the same length-volume
resistance theory for the wave resistance, and ratio over a speed range from Fr = 0.2 to 1.1.
proposed a method to optimise the side hull The speed was also determined when the flow
position according to the main hull wave separated at the transom and the results
pattern. The same technique was used by Li et compared with other published results. The
al.（2007）for a Wigley trimaran model, with tests showed that stern form has a marked
configurations of side hulls at 3 transverse and impact on the calm water resistance of high
5 longitudinal locations. The results were speed slender hull forms over the whole speed
compared with those from model tests. In range but most particularly at Fr below 0.85.
addition the form factor (1+k) was found by Test results for a catamaran configuration with
Prohaska’s method and the relationship different demihull spacings, including
between the form factor and the sidehull resistance, heave and trim are presented for
positions discussed. five models by Hadler et al. (2009).

Li et al. (2005) employed the 3-D Green Friedhoff et al. (2007) conducted an
function satisfying linear free surface and body experimental investigation into the
surface boundary condition to analyse the wave performance of a small planning craft in a
making resistance and wave profile of a shallow water basin, aiming at better
multihull ship. The comparison of wave profile understanding hull-propeller interaction and
induced by a moving time domain point source scale effects. Special attention was paid to the
with those by a Havelock source appears shallow water effect, with the transition from
satisfactory. displacement to planning state. Furthermore,
model self-propulsion tests were performed to
Chen J. P. et al. (2006) developed an study the influence of inclined propeller shafts
improved Dawson-method-based code for and to validate the extrapolation procedure.
predicting the wavemaking resistance of Extending this work, Friedhoff et al. (2009)
catamarans and trimarans, taking into tested two geometrically similar models of
consideration the transom stern problem. The different scales. The results showed that even
numerical results agreed quite well with the at very small blockage ratios, planing craft
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experience shallow water effects. The dynamic effective drag and for the hull trim angle and
trim, resistance and wave patterns differed heave are in reasonable agreement with the test
significantly from open water data. results. It is shown that a stern flap can reduce
the effective model waterjet self-propelled
Developing a Deep-V catamaran series, resistance by up to 4%, and the estimated
Mantouvalos et al. (2009) conducted physical propulsion power by over 5%, due to the
model tests to assess their performance. They improvement of interaction of flap-induced and
also report the Artificial Neural Network waterjet-inflow-induced hull pressures.
(ANN) based regression equations for the
determination of the wave resistance A comprehensive series of model tests, to
coefficient, form factor and wetted surface area. improve the hydrodynamic characteristics of an
Dong et al.（2008） investigated a 140 tonne asymmetric catamaran hull form was
high speed wave piercing, with model tests of conducted by Misirlis et al. (2009). The tests
resistance and seakeeping performance. compared alternative configurations with add-
on devices and three demi-hull separations. The
Control Surfaces. Control surfaces are used add-on devices were: trim tabs at 0, 5 and 10
extensively on high speed craft to obtain degrees, interceptors and hydrofoils. All
optimum running trim and reduce vessel configurations showed considerable
motions in waves. Fridman et al. (2007) improvement in the performance of the model
discuss the practical applications and which benefited from the correction of the
theoretical results associated with interceptors running trim.
installed on high speed craft. They provided
historical reference on the development of this Resistance Reduction Methods. Techniques
technology in Russia and world-wide and for the reduction of drag of high speed craft
provided examples of existing and envisaged have focused on the use of air injection and air
high-speed ships utilising interceptors. They cavity techniques. Fakhraee et al. (2007) used
made use of the method of matched asymptotic two models to investigate drag reduction by the
expansions (MAE method) as a theoretical application of air film and air injection. One
approach to the description of hydrodynamics model was a simple catamaran and the other
of interceptors. Applications of the MAE was a catamaran with air cavity injection under
method to the flow problems involving planing its bottom. It was shown that while the air
and supercavitating surfaces were illustrated in injection equipment adds appendage drag to the
both two and three dimensions. Their barge hull, the bottom air flow results in a net
discussion of the results covered the influence drag reduction of between 12.5 and 23%.
of interceptor geometry and dimensions (e.g. Sverchkov (2005) presented results of research
relative width), flow boundaries and their into a planing catamaran with asymmetric
location with respect to the device, span-wise demihulls using the artificial cavity concept. A
extent of the interceptor. comparison of model test resistance data from
two design options was shown, with traditional
Wilson et al. (2007) investigated by smooth hull lines and with air cavities on the
experimental tests and computations the effect bottom. Experimental results demonstrated that
of a stern flap on the propulsion performance artificial cavities enable the reduction of
of a slender, high-speed ship model tested at catamaran resistance by about 20% with only
self-propelled conditions using four waterjets. minor power losses for the air supply. Dong et
They provided results for the changes of al. (2007) systematically studied, with four
measured jet-powered tow force and for the conventional high-speed craft and three bottom
self-propelled RPM changes, with and without hollowed craft (B.H.) models, applying air
a stern flap, with several flap angles at different injection, the influence of the hull form, craft
vehicle speeds. Computed predictions for the speed, methods of air injection and air flow rate
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on the drag reduction rate. The total resistance Scherer et al. (2010) used commercial CFD
reduction rate of conventional hulls reached codes (ANSYS Fluent, ANSYS CFX and
10% to 25%. While that of the bottom- STAR CCM+) to enhance the performance
hollowed craft could reach 50% and is better in prediction capabilities for planing boats with
keeping a stable layer, whereas its resistance the inclusion of appendages, propellers,
will increase without air injection. tabs/interceptors and their interactions. They
provide experimental evidence for some of
2.3 Powering and Performance their results.
Prediction
Model tests. Katayama et al. (2007b)
The prediction of the full scale performance proposed an estimation method of running
of high speed craft continues to receive performance for high-speed planing craft with
attention from researchers using a variety of outboard engine. The method is based on
numerical and experimental techniques. experimental data for resistance and propeller
open water in conjunction with engine
Numerical Methods. When predicting the performance curves and model and full-scale
performance of high speed planing hulls, results for the self-propulsion factors. They
Savitsky et al. (2007) suggest the inclusion of also estimated the hydrodynamic forces on the
whisker spray drag, which can be up to 15% of lower hull of the outboard engine. The method
the total drag, and the aerodynamic drag in the was evaluated by full scale tests.
performance. Furthermore, they conclude that
the equilibrium trim angle identified in the Radojcic and Bowles (2010) investigated
prediction program using the modified the propulsive performance of high-speed
Savitsky’s method is, for non-prismatic hulls, monohulls in shallow water. They concluded
related to the trim angle of the ¼ buttock line, that (a) the hump speed (vessel speed at which
when measured at the forward edge of the maximum trim occurs) is less in shallower
mean wetted length. water, (b) the propulsion power significantly
increases in the critical region as water depth
Park et al. (2007) used commercial CFD decreases, and (c) propeller shaft speed (n) at a
code FLUENT and self-propulsion model tests given vessel speed increases as water depth
to analyse the stern flow of twin-skeg ships. decreases (indicating a reduction in efficiency).
They concluded that of propulsive efficiency of
these ships may be improved if the axial Min et al. (2009) carried out extensive
velocities in the skeg tunnel are high, the flow model tests with contra-rotating propellers
lines along the stern bulb are straightforward, (CRP) and discuss some tips for their design
and there is flow balance between the inner and and their full-scale performance prediction on
outer side of the stern skeg to ensure the basis of experimental results.
straightforward streamlines along the stern
overhang. Full Scale Trials. Morabito and Snodgrass
(2010) discuss the contribution of carefully
Bhushan et al. (2009) presented numerical conducted full-scale trials combined with
results, among others, for the powering towing tank tests on existing and concept
characteristics of fully appended Athena hull designs of motor yachts and demonstrate the
form. The computations using rough-wall implementation of the proposed methods in the
conditions compare well with the full-scale design of the Viking 82.
data extrapolated from model–scale
measurements using the ITTC ship-model
correlation line including a correlation
allowance.
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2.4 Manoeuvring numerical results with available full-scale data

leads to the indication that the 6DOF modelling
Numerical Methods. On the basis of the is superior at higher speed.
experimental results derived by Katayama et al.
(2001), the same authors (2002) developed a Ayaz et al. (2006) proposed a coupled non-
computer program to simulate transverse linear 6-DOF model with frequency dependent
porpoising. The numerical results are in fairly coefficients, incorporating memory effects and
good agreement with the experimental ones. In random waves, aiming at improving the
addition, using the simulation program, the estimation of ship motion in astern seas. The
effects of the location of the centre of gravity authors used a new axes system that allows
on transverse porpoising were investigated. straightforward combination between
The numerical results, confirmed by seakeeping and manoeuvring, whilst
experiments, suggest that, reduction of accounting for extreme motions. In order to
transverse porpoising can be achieved by enhance further the numerical model and
moving the centre of gravity forward or upward. obtain useful information on motion coupling,
Although transverse porpoising is a coupling extensive captive and free running model tests
motion among roll, pitch and heave motion, it were carried out. Good agreement with the
is concluded that only the roll and the heave experimental results was achieved. These
motions play important roles in the occurrence studies provide convincing evidence of the
of the transverse porpoising. capability of the developed numerical model to
predict the dangerous conditions that a ship
Sutulo and Soares (2005) note that some could encounter in extreme astern seas. As a
observations of the manoeuvring motion of fast result, it could offer new insights towards
displacement catamarans indicated that establishing relationships linking ship
dynamic changes in the ship’s attitude in behaviour to design, environmental and
vertical planes (sinkage, trim and heel) operational parameters. Validation of the
observed during manoeuvres at high-speed can numerical model on the basis of benchmark
affect the hydrodynamic forces on the tests commissioned by ITTC’s Specialist
horizontal plane and the dynamic properties of Group on Stability demonstrated qualitative,
these vessels. However, all manoeuvring yet not fully satisfactory agreement between
simulations for catamarans used to be based on numerical and experimental results in line with
simplified 3DOF mathematical models. The other predictive tools. Anyway, the inclusion of
authors used regression models for all six frequency dependent coefficients definitely
components of the hull forces accounting for affects the accuracy of the predictions.
the influence of the attitude alteration effects Armaoglu et al. (2006) extended the previous
previously developed on the basis of method to semi-displacement ships travelling
Computerized Planar Motion Carriage captive- in astern seas, taking into account high-
model tests. Basing on these regressions, a amplitude motions. They focused on the
relatively complete 6DOF manoeuvring vertical dynamic forces which should not be
mathematical model was developed for a neglected at the higher speed range. On the
particular river-going catamaran equipped with basis of fully captive model experiments they
steerable water-jets. Certain components of the created a database of dynamic forces acting on
hydrodynamic force, which could not be the ship depending on the running attitude and
determined from the captive-model tests, were speed of the ship and they used it to investigate
estimated by means of the slender-body theory, their effect on numerical simulations. They
the cross-flow drag concept and other semi- performed semi-captive model tests in regular
empiric approaches. Standard manoeuvres were following waves in 3DOF to validate the
simulated using both the 6DOF and 3DOF numerical results, and they discussed the effect
mathematical models. The comparison of the of speed on transverse stability.
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Javanmardi et al. (2008) studied the effect of and stability qualities of such hulls at high
three longitudinal positions of outriggers in the speed are discussed.
manoeuvring behaviour of a trimaran. They
used the code NUMELS [NUmerical Marine Katayama et al. (2000) developed a partly
Eng. Lab. Sharif], which was developed for captured PMM model test method, to measure
simulating three-dimensional, time-dependent unstable motions of a planing craft induced by
two-phases, viscous flow coupled with rigid periodic manoeuvring motion. The
body motion. The numerical results for a set of experimental results for a planing craft at
test cases were in good agreement with Fr=2.0 demonstrate that a violent motion,
experimental data. On the basis of the encompassing large rolling, heaving and
numerical results they concluded that the pitching coupling motion occurs when the
longitudinal positions of the outriggers greatly frequency of motion given by PMM coincides
affects the manoeuvrability of trimarans. with the rolling natural frequency, and with the
half of the heaving and pitching natural
Bhushan et al. (2009) carried out model- and frequency of the craft. The rolling motion has
full-scale URANS simulations of DTMB 5415 the same frequency as the forced motion given
hull form for manoeuvring. The study by PMM, while the heaving and pitching
demonstrated the versatility of a two-point, motions have twice the frequency of the forced
multilayer wall function in computing model- motion. In order to clarify the cause of the
and full-scale ship flows with wall roughness violent motion, the hydrodynamic forces acting
and pressure gradient effects. The wall- on the hull in periodic manoeuvring motions
function model is validated for smooth flat- were measured by PMM tests for a captured
plate flows at Reynolds numbers up to 109, and model and obliquely towing tests. The
it is applied to the fully appended DTMB 5415 experimental results showed that the rolling
hull form for the manoeuvring simulation. The displacement of the craft generates
manoeuvring calculation shows slightly more hydrodynamic heaving force and pitching
efficient rudder action, lower heading angle moment at high speed. A non-linear time-
overshoots and lower roll damping for full- domain simulation of the motions using the
scale than shown by the model scale. measured hydrodynamic forces was carried out.
The simulated motions were in fairly good
Model Tests. Ikeda et al. (2000), agreement with the experimental ones.
investigated experimentally the characteristics
of hydrodynamic derivatives in manoeuvring Katayama et al. (2001) carried out an
equations for a very high-speed planing hull, at experimental investigation into the transverse
speeds in the Fr=2.0 to 6.0 range. The porpoising instability of a planing craft in
hydrodynamic forces acting on a small model drifting motion at high advance speeds in calm
were measured by an oblique towing test, a water. Some types of transverse porpoising
PMM test, and a newly developed PMM test, were observed when the motions in oblique
in which roll, pitch and heave motions are towing tests under heave, pitch and roll free
measured under free condition. Measured data condition were measured. In order to clarify the
show that the derivatives significantly depend influence of hydrodynamic forces on the
on running attitudes at high speed. This fact transverse porpoising, captive model tests in
suggests that effects of motion modes other oblique towing condition were performed by
than the horizontal motions should be taken systematic variation of the trim and drift angles,
into account in the mathematical model of the, towing speed and the draft. On the basis of
manoeuvring motion for planing hulls. On the the measured hydrodynamic forces, the
basis of the measured hydrodynamic forces, restoring forces and moments of heave, roll and
course keeping qualities, turning performances pitch were calculated. The results showed that
the heave and pitch coupling restoring
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coefficients between have opposite signs to Yasukawa et al. (2005b) investigated the
each other (FZ/θ>0, My/z<0). The positive effect of skegs on the course-keeping
same holds true for the heave and roll coupling ability of ships. They tested a scaled model of a
restoring coefficients (Fz/φ>0, Mx/z<0) high-speed, water-jet propelled monohull at 40
at large drift angles. The results suggest that kn, with remarkable course-keeping instability
transverse porpoising may be a self-excited without skegs. For this hull form they designed
phenomenon in a coupling motion among roll, skegs with AS/(LT)=1/50, where AS is the
pitch and heave. total skeg area, L the ship length and T the
draft. Then, they carried out captive resistance
Sutulo and Soares (2004) developed an and circular motion tests to capture the
approach to synthesising D-optimized hydrodynamic force characteristics for the ship
experimental designs for an arbitrary number with and without skegs. Based on the
of factors. They tested it on a third-order experimental data, manoeuvring simulations
polynomial regression model with 5 to 8 such as 15/15 zig-zag maneuver and 30 deg
factors concluding that genetic algorithms are turning were made to investigate the
superior over exhaustive and quasi-random effectiveness of the skegs. On the basis of the
searches for the internal optimisation procedure. simulations, they concluded that skegs with
Captive-model tests with a catamaran model AS/(LT)=1/33 are needed to improve the
with varying Froude number, drift angle, rate course-keeping ability of the hull form.
of yaw, sinkage, trim, and heel are presented as Furthermore, they confirmed by oblique towing
an example of the practical synthesis of the tests at various speeds, that the skegs are
experimental design. The linear regression effective in a wide speed range from slow to
model constructed is a third-order, 5-factor high near 40 kn.
polynomial with respect to all factors except
for Froude number which influence the Following Katayama and Fujimoto (2008), a
polynomial’s regression coefficients, variety of peculiar instability phenomena, such
represented as a truncated Fourier series with a as cork-screw, pure transverse stability loss,
linear term added. dipping and directional instability, were
observed on high-speed planing craft, at very
Yasukawa et al. (2005a) investigated the high forward speeds, where most of the hull is
influence of outrigger position of a high speed raised above the water surface, even in calm
trimaran on manoeuvrability. The trimaran was water. To reveal the mechanism of unstable
composed of a centre hull with L/B=8.0 and phenomena, it is very important to keep safety
B/T=3.57 where L, B and T denote the length, for the craft. The authors focused on the
breadth and draft respectively, and the directional instability of outboard-engine type
outriggers with l/L=0.375, where l denotes the super high-speed planing craft. Two existing
outrigger length. The captive model tests were scaled models were tested and one of them
conducted at Fr=0.35 in the towing tank of the caused the directional instability at super high
Hiroshima University to capture the forward speed. In an earlier paper, Katayama et
hydrodynamic force characteristics of the al. (2006) presented preliminary investigations
trimaran with three different outrigger positions. on the possibility that the loss of transverse
Using this data they carried out manoeuvring stability and the characteristics of manoeuvring
simulations and they found that, by shifting the hydrodynamic forces can cause an unstable
outrigger position aft the lateral resistance at manoeuvring motion. They estimated the speed
the stern part increases. Consequently, the range where this transverse instability occurs
tactical diameter also increases and the course- for two craft and measured the manoeuvring
keeping ability is improved. hydrodynamic forces. In addition, by numerical
simulation of the manoeuvring characteristics
of both craft, where the unstable manoeuvring
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motion was also simulated, they found out that measured data, moreover, can also be used to
the two models indicate quite different assess the possibility of occurrences of
manoeuvring characteristics. dynamic motions due to instability and ship
motion in wave. The analysis procedures for
St. Pierre et al. (2007) carried out numerical some of such motions are also explained.
analysis and extensive model tests to
investigate the manoeuvring characteristics and Oura and Ikeda (2007) studied the serious
the controllability of foil-assisted, high-speed problems faced sometimes by a high-speed
hull forms. They concluded that the current catamaran ferry during manoeuvring in harbors,
controllability criteria and specifically the at low speed in strong winds, because of its
dynamic stability issues are not well defined large above water structure. In order to clarify
within the state-of-the-art criteria for high- this situation, force measurements and drift
speed craft and they should be updated. speed measurements were carried out using a
scaled model of a wave-piercing catamaran in a
Manoeuvrability of Planing Craft. Running towing tank with a wind generator and they
attitude consisting of draft, trim angle and heel estimated its performance at steady sailing on a
angle of a high-speed craft commonly changes straight direction and the station-keeping
during its manoeuvring motion. Therefore, a behavior at zero speed in wind, using the
new or modified estimation method taking into experimental data.
account some of the effect of the change of
running attitude is required to express Muhammad and Maimun (2008) presented a
adequately manoeuvrability of planing craft. method to improve the manoeuvring
Kimoto et al. (2004), Katayama et al. (2005a & performance of a planing hull (patrol vessel) in
2005b) investigated experimentally the effect calm water. The method involves the use of
of manoeuvring motions on running attitude spray-strakes attached to the hull of the vessel.
and the effect of a change of running attitude The investigations for turning circle and zig-
on manoeuvring hydrodynamic forces. The zag manoeuvres were carried out using a time
results demonstrated that some manoeuvring domain simulation program. The
motions affect its running attitude and the hydrodynamic derivatives of the simulation
effect of the change of running attitude on the program for surging, swaying and yawing
manoeuvring derivatives is significant. Thus, motions of the planing hull with and without
this effect should be taken into account during spray-strake were obtained through captive
the evaluation of the manoeuvrability of model tests in the towing tank using a Planar
planing craft. Kimoto et al. (2006) and Motion Mechanism (PMM). The results
Katayama et al. (2006) developed a indicate that the turning circle tactical diameter
manoeuvring motion simulation method using of the hull with three spray-strakes at half-
measured manoeuvring derivatives, and length, fitted from amidships to the stem (3SS-
Katayama et al. (2009) applied it to evaluate Fwd) is reduced by about 3% compared to the
the manoeuvrability of a high-speed trimaran. bare hull. To assess the manoeuvring
performance of a planing vessel fitted with
Katayama and Ikeda (2005c) proposed some spray-strake in design, the lift and drag
methods to assess the performance of high- principle was used to develop the mathematical
speed planing craft, which is affected by the model of a spray strake. The method developed
hydrodynamic forces caused by high forward involves the setting-up a 3-DOF mathematical
speed. The methods use the experimental data model (surge, sway and yaw) in a module of
of the hydrodynamic forces acting on a Mathematical Modeling Group (MMG). The
captured model for various attitudes, mainly in following main parameters of spray-strake that
pitch and heave and sometimes in roll and yaw, influence the manoeuvring quality were
at high forward speed in steady state. The identified: the location of strake (xSS), the
Specialist Committee on High Speed Craft

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breadth of strake (bSS) and the projected of hull of a trimaran, at Fr = 0.35 in head seas, are
strake area (ASS). The accuracy of the presented. the vertical bending moment
equation was confirmed with turning circle and increase for longer wave lengths (/L > 1.0)
zig-zag maneuver tests. and decrease for shorter wave lengths (/L <
1.0). The effect of the arrangement of side hulls
Mizine et al. (2010) presented an innovative on the wave loads are examined and it is found
181 m long High-Speed Trimaran Trailership that as the side hulls are shifted aft, the vertical
design sailing at 30 kn. In the conclusions they bending moment increase for longer wave
state that its manoeuvrability was improved by lengths (/L > 1.0) and decrease for shorter
placing the side hulls forward of the center hull wave lengths (/L < 1.0).
transom to achieve turning radius requirements,
and in placing side hulls differently for Ge et al. (2005) present a numerical model
directional stability. for calculating the global response and impact
experienced by a high-speed catamaran
Full Scale Trials. Dand et al. (2008) carried accounting for forward speed and global
out full-scale trials of the RNLI inflatable hydroelasticity. The strip theory by Salvesen et
lifeboats for speeds in the 20 to 25 kn range to al. (1970) is generalised to calculate the linear
investigate ventilation on turns and speed loss hydrodynamic loads on the rigid segments and
on reciprocal maneuver. They concluded that a 6-degree-of-freedom structural model is used
ventilation on reciprocal turns is caused by the to model the flexible test catamaran. The
long sponson overhangs aft reducing the water slamming on the flat horizontal wetdeck is
level local to the propeller as the turn develops. assumed to be two-dimensional and is
Furthermore, speed loss on reciprocal turns can incorporated in the theoretical model using a
be of the order of 80%. Von Karman approach. The total dynamic
system is solved in the time domain by a
2.5 Loads modal-based method. Numerical predictions of
vertical shear forces and bending moments are
Numerical Techniques. A two-dimensional successfully compared with the experimental
time-domain strip-theory method is presented data of Okland (2002).
by Holloway & Davis (2006). It is based on the
transient Green function solution for strips of A method for estimating the transverse
the water perpendicular to the direction of bending moment and horizontal torsional
motion which are fixed in space. The method is moment of SWATHs is presented by Lin et al.
used to compute longitudinal bending moments (2007a). It is based on regressional analysis of
for an 86 m high speed catamaran and the model experiments conducted at the China
results correlated against full scale Ship Research Centre and the David Taylor
measurements (Davis et al. 2005). Good Model Basin. The method correlates closely to
agreement between the computed and full-scale the model test results for vessel displacements
data is found in both bow quartering and head over 3000 tonnes.
seas at high Froude number.
Sikora & Klontz (2005) document the
A method for predicting wave loads of generation of several seaway load prediction
multihull vessels is proposed by Ogawa (2008). algorithms for catamarans, trimarans, and
It is an extension of Newman’s Unified Theory surface effect ships, based on available model
to catamarans and trimarans. The method is and full-scale test data. These global load
validated against existing model test data for algorithms are quickly computed, making them
catamarans (Kashiwagi 1993) and trimarans suitable for preliminary or concept design
(Yashukawa 2005) and preliminary predictions studies.
for the vertical bending moment of the main
Proceedings of 26th ITTC – Volume II

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Non-linear time-domain simulations of ship Experiments. Lavroff et al. (2007, 2010)

motions and load effects are carried out on a report on hydroelastic segmented model tests
high-speed pentamaran by Wu and Moan which were undertaken in head seas to
(2006). In this hydroelastic method the global investigate the parameters affecting the
hull deformation is approximated by an whipping vibratory response of high-speed
aggregate of flexible modes, and the wave- catamaran vessels subject to slamming. The
induced ship responses are obtained by modal first longitudinal modal frequencies measured
superposition. The simulated responses are on full-scale catamaran vessels were used as a
validated against model tests with satisfactory basis for predicting the flexural response
results. The structural dynamic effects, mainly frequency of the hydroelastic segmented model.
whipping, are shown to increase the As documented in Davis et al. (2009), the
classification society design load values by hydroelastic segmented model allowed the
30% to 50%. measurement of bending moments in regular
wave towing tank tests. Since the centrebow
Lin et al. (2007b) present a numerical and forward portion of the wet deck was
simulation method for predicting the motions constructed as a separate segment from the two
and wet deck slamming loads of a high-speed demihulls, slam loads could also be determined.
catamaran. Large Amplitude Motions Program Slams of up to 2200 tonnes peak force (full
(LAMP) uses a time-domain potential flow scale equivalent) were found to occur when the
panel code as a framework to solve the three- wet deck arches between the main hulls and
dimensional wave-body hydrodynamics and centre bow fill. This hydroelastic segmented
rigid-body dynamics problems. Slamming catamaran model was also tested in irregular
pressures are captured by coupling a semi- head seas, for a variety of significant wave
empirical wedge entry model (Ge et al. (2005)). heights and modal periods (Thomas et al. 2009).
Comparisons with model experiments for a The slam events were identified in the test data
catamaran show LAMP correlates quite well and analysed with respect to kinematic
with the overall magnitude and phasing of the parameters. Differences in slam characteristics
wetdeck pressure responses. were found for the two model speeds tested;
slams at the slower speed generally occurred
Fang and Chen (2008) developed a three- further forward on the hull, prior to the wave
dimensional source-distribution method, using crest and with a bow down pitch angle.
a pulsating source potential incorporating a
panel method. Through investigating wave Experimental work using hydroelastic
loads experienced by trimarans it is concluded monohull models has been conducted by Dessi
that moving the side hulls forward will and Mariani (2009), Ogawa et al. (2007) and
generally reduce wave loads on the main hull Okaet al. (2007). To validate their slamming
and cross deck. prediction model, Dessi & Mariani (2009)
constructed a 6 segment model of a fast ferry
A non-linear time-domain method is using the backbone-modeling technique. The
presented by Shan and Wenyang (2009) to vertical bending behavior of the ship was
calculate the motions and wave loads of high- reproduced by making the elastic backbone out
speed ships. The extended 2.5D theory is used of 20 elements of constant length but variable
to evaluate the nonlinear fluid radiation and transverse section. The hull was divided into
diffraction forces, which account for both the six segments, each one connected to the elastic
effects of the change of the wetted surface and beam with a vertical steel leg. Several tests in
the ship’s forward speed. Numerical results are regular waves were performed using the 1:30
favourably compared with model test data for a scale model at Fr = 0, 0.43 and 0.58.
high-speed monohull.
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To measure wave loads, Ogawa et al. (2007) identify slamming and whipping in full scale
conducted a series of seakeeping tests using an records is outlined by Davis et al. (2009).
elastic model of a high-speed vessel. A
backbone, whose rigidity was similar to the Fu et al. (2009) report on an Office of Naval
real ship, was attached inside the model which Research (ONR) sponsored project to obtain
was divided into 4 parts. Measurements in head full-scale qualitative and quantitative wave
seas showed that the sagging moment increased slamming and ship motion data on the X-craft,
as model speed and wave height increased, an 80 m high-speed catamaran. The authors
becoming about two times of the hogging propose that slam and near slam events appear
moment due to bow slamming. The same to be caused by a grouping of two or more
hydroelastic model was utilised by Oka et al. waves. The most severe slam occurred while
(2007) in irregular wave experiments. the ship was moving at the highest forward
speed.
Full Scale Measurements. Full-scale
measurements of wave loads and vessel Kivimaa and Rantanen (2007) developed a
response are extremely valuable. However new monitoring system and used it to monitor
since they are expensive to conduct and usually global hull beam loadings of fast monohull
confidential to the ship builder or owner, SuperSeaCat4. The monitoring system
results for high-speed multihulls are very consisted of sensors linked using distributed
limited in the published literature. digital network technology for data collection
and integration. Sample results from the
Thomas et al. 2005 reports on full-scale measurements, which were performed in the
measurements of slam events on a 98m Incat Gulf of Finland, are presented.
catamaran to investigate its slamming
behaviour in a variety of sea conditions. The Full-scale trials were performed by Rosen et
full scale results are then used to determine the al. (2007) to evaluate the structural design of
influence of the presence of slam events on the Visby Class corvette. A method which
fatigue life. In addition the effects of enables the detailed experimental evaluation of
significant wave height, slam occurrence rates, the hydrodynamic loads on high-speed craft
slam peak stresses, whipping behaviour on hull structures is presented. Experimentally
fatigue life are examined. The fatigue life is derived panel loads are shown to be distinctly
found to reduce significantly with the presence higher than the minimum requirements
of slam events. For two large high-speed according to classification rules.
catamarans, full-scale measurements of slam
events were conducted, as well as anchor drop Wave Impact and Slamming. Since slam
tests whilst the vessels were stationary in calm impacts generally result in the largest wave
water, by Thomas et al. (2008). This allowed loads experienced by high speed craft
the characteristics of transient whipping significant work, both numerically and
vibration to be identified, including damping. experimentally, has been undertaken in this
area.
Amin et al. (2009) present a new technique
to predict sea loads for high-speed wave Stenius et al. (2006) used the explicit FE
piercing catamarans based on finite element code LS-DYNA to model the fluid–structure
modelling and sea trials data. The sea trials interaction for two-dimensional rigid wedges
data was for a 98 meter Incat vessel. impacting on a calm water surface.
Comparing the results shows that the FE RMS Hydroelastic effects on the panel response were
strains are in good agreement with trials RMS systematically studied for different impact
strains. A method for using wavelet analysis to velocities, boundary conditions and structural
mass (Stenius et al. 2007). It is concluded that
Proceedings of 26th ITTC – Volume II

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hydroelastic effects can result in a significant data are not widely available, should be carried
reduction of the structural response for certain out.
combinations of panel deadrise, impact
velocity and boundary conditions. Cao & Wu In the case of a wave-piercing catamaran
(2007) also used LS-DYNA to study the with a centrebow, wet deck slamming occurs
slamming of trimaran cross structure. A 2-D when the arches between the demihulls and
finite element model was built and the centrebow fill. Davis and Whelan (2007) and
slamming pressure of the trimaran at different Davis et al. (2007) present a computational
velocities was calculated. The results showed model, drop test results and full-scale data
that the air captured by the hulls acts as a concerning such an event. The basis of the
buffer cushion and greatly reduces the computational method is the variation of added
slamming pressure. mass as the hulls enter the water. Residual air
is entrained at the top of the arch due to bubble
Smoothed Particle Hydrodynamics (SPH) is formation by turbulent mixing and this
a relatively new mesh-free Lagrangian modifies the effect of the water added mass on
computational method suited to modeling the hull. The computational model therefore
fluids with a freely deforming surface. It has introduces a soft connection between the water
been used by Oger et al. (2006), Viviani et al. added mass associated with the slam and the
(2008), Veen and Gourlay (2009) and Shahraki hull. Comparison with 2-D model drop tests led
et al. (2011) to evaluate slamming loads on the authors to conclude that the added mass
two-dimensional wedge forms impacting with computation is adequate for slam modelling in
a free surface. Results from all the studies show global motions and loads calculations since it
reasonable agreement with previous gives a good representation of the maximum
experimental studies. Preliminary work by total forces on the section and their duration.
Shahraki et al. (2011) has shown the potential
of SPH to model the slamming of multihulls. It Whilst all of the aforementioned methods
is proposed that SPH presents significant are for 2-D entry only, Faltinsen and Chezhian
advantages over other CFD approaches since it (2005) present a numerical method for
has the inherent capacity to capture free predicting water entry loads on three-
surfaces, sprays and complex kinematics. dimensional bodies. The problem is solved as
an initial value problem using the boundary
Hudson et al. (2007) used a viscous two- element method. The Green second identity is
dimensional CFD analysis to compute wedge used to represent the velocity potential as a
impacts. The results presented demonstrate that distribution of Rankine sources and dipoles
such a CFD approach predicts the magnitude over the body surface and free surface. The
and time history of the pressure distribution problem is stepped up in time using the
accurately when compared to available information from the boundary conditions. The
experimental data. This in turn leads to an kinematic free-surface condition is used to
accurate prediction of the wedge speed as it determine the intersection between the body
enters the water. Further work on the slamming surface and free surface at each time step. Drop
impact of planning monohulls is provided by tests were carried out using three dimensional
Kumar et al. (2008). They present a free- monohull shapes to validate the numerical
surface RANSE computation to account for the simulation; agreement between theory and
response of the boat to incident waves, vertical experiments is good.
acceleration and hydrodynamic impact. The
method is validated against towing tank 2.6 Propulsion
experiments; but the authors conclude that
more validation studies especially impact load Waterjets. Design tools and procedures
validation in waves, for which experimental were investigated and reported in several
Specialist Committee on High Speed Craft

500

papers. Brewton et al. (2006) present an numbers. Kim et al. (2007) present a study of a
investigation of the capability of a RANS code, flush-type waterjet propulsion unit for an
FLUENT, as a design analysis tool for multi- amphibious tracked vehicle. Gap effects were
stage waterjets. The study included two investigated. Resistance and self-propulsion
assemblies, one with just the rotor, shaft and tests were conducted so that the full-scale
casing; the other with the rotor and stator. effective and delivered power was estimated.
Results were compared with experimental data. The efficiency difference according to the gap
Heder (2007) describe how the influence of variation (1.5% and 0.7% of diameter) was
different factors was computed as a part of the about 25% in their overall efficiency. Wilson
development process of a very large waterjet. (2008) presented a waterjet inlet wake scaling
The result showed that the axial deflections of procedure based on the similarity of thrust
the hull and the shaft have a significant loading coefficient for self-propulsion at model
influence on the tip clearance. The bending and full scale. Results from a specific example
deflections were found to have only a small of a self-propulsion test were also presented. It
influence. Methods of compensating for the tip was found that Reynolds number wake-scaling
clearance in the installation are presented. introduces significant changes in basic model-
Lavis et al. (2007) describe the development predicted thrust interaction factors. Cheng et al.
and validation of a compact waterjet propulsion (2008) aimed to discover the real cause that
system. The development was conducted in leads to a broken grid of waterjets. Vortex-
four discrete phases: studies of pump-type induced vibration may be one of the most
options for compact units; advanced CFD to important reasons. Analyses by CFD method
design the preferred pump type; the and LES turbulence model were presented.
performance/cavitation testing of the pump and Model computation was carried on by FEA
the testing in a towing tank of a self-propelled means at the same time. The comparison
model to determine the critical interaction between the vortex-induced force frequency
effects between the hull and the waterjet inlet. and the nature vibration frequency showed that
Bulten et al. (2007b) present the development vortex-induced vibration is one of the most
of an axial-flow type pump. The performance important reasons which will cause a violent
was determined both experimentally and vibration of the structure.
numerically. Agreement between both methods
is good for the pump head and efficiency. Many investigations were performed
Comparison of the axial pump with the mixed- numerically and some of these include also
flow pump showed a significant reduction of experimental verification of numerical analysis.
the size of the installation and/or an Berghult (2005) explain the physics behind the
improvement of the cavitation margins. domination of certain orders of the blade-
Zangeneh et al. (2008) present a methodology passing frequency harmonics. It was explained
for designing waterjet pumps to meet multi- why such frequencies are commonly found
objective design criteria. The method combines onboard ships installed with water jets. A
a 3D inviscid inverse design method with simple theory is found by CFD-studies together
multi-objective genetic algorithm to design with experimental investigations. The
pumps. A generic pump stage is used to mechanism of the blade frequency impacts in
demonstrate the methodology. terms of increased forces for some overtones is
shown. Kerwin (2006) reviewed the state-of-
Several experimental studies have also been the-art of experimental and computational
reported. Mavluidov et al. (2005) present the hydrodynamics as applied to the design and
method for measuring the thrust and shaft analysis of waterjet propulsions systems. He
torque against the inflow speed on waterjet concluded that a range of computational tools
models in open water conditions. The test is beneficial - from fast and simple to
results were presented for different cavitation computationally intensive. Sun C. et al. (2008)
Proceedings of 26th ITTC – Volume II

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studied hybrid propulsion system of a waterjet Full scale RANS calculations are compared to
and two propellers with results being validated values that are scaled from model scale
by experimental data. The flow region of the experimental results. The Station 1A RANS
hybrid propulsion system is simulated by predicted boundary layer differs from
solving RANS equations and interactions of the measurements around the inboard capture area,
two kinds of propulsors are analysed. Bulten et but agrees well around the outboard capture
al. (2007a) presents results of fully transient area. RANS calculations suggest that Station
CFD calculations of flow through waterjet 1A capture area sizes are also dependant on
pumps. Calculations with non-uniform inflow other factors, such as inlet spacing on the hull.
velocity distributions were made to determine
the steady radial forces. Rotor-stator blade Several studies were performed on the
interaction forces turned out to be dependent on cavitation behaviour of waterjets. Brandner et
flow rate, but were hardly affected by the level al. (2007) presented results of an experimental
of non-uniformity of the inflow velocity profile. investigation of the flow within a waterjet inlet.
Bulten et al. (2008) presented simulations of Tests were performed in a cavitation tunnel,
the effects in off-design conditions of waterjets and the effects of thickening the ingested
using a CFD code. The paper gives an tunnel wall boundary layer were investigated.
overview of the different phenomena occurring The ramp pressure distribution and boundary
at the various off-design conditions and how layer development, lip incidence, and pump
this will affect overall performance. Yang et al. face flow properties were investigated.
(2008) performed CFD analysis to study the Observations of lip and duct cavitation
effects of changing the number of blades of inception and behavior were also made. The
both rotor and stator on the characteristics of results showed the inlet performance to be
flow pattern and waterjet propulsion generally improved with the ingestion of a
performance. Wang et al. (2008) present a thicker boundary layer. Sun H. et al. (2008)
mathematical model describing the dynamic present a viscous/inviscid interaction method to
characteristics of a waterjet propulsion plant. predict the viscous flow inside waterjet pumps,
The rotating-speed vs. power curves of the including the effects of sheet cavitation. The
engine and the vessel speed vs. thrust curves of circumferentially averaged interaction between
waterjet were modeled by means of the neural the rotor and the stator was accounted for in an
networks. Rhee et al. (2009) used a RANS iterative manner. The effect of viscosity on the
code to calculate the flow field around a High blade forces and pressures was evaluated by
Speed vessel bare hull and bare hull with axial- coupling with a 2-D boundary layer analysis on
flow waterjets. The bare hull is used for each blade strip. Comparisons of the predicted
baseline calculations. Then the waterjet is and the measured rotor torque are presented.
added to characterise its effect on the viscous Liu et al. (2008) obtained hydrodynamic
flow field around the ship. Calculations are performance of a waterjet at non-cavitating and
compared with measurements. Calculated total cavitating conditions using CFD. The
resistance and residuary resistance showed calculation results show that mass flow rate
good agreement with measurements. Delaney and total head of the waterjet pump are reduced
(2009) present the application of RANS when cavitation occurs on rotor blades, and
methods to analyse waterjet pump performance thrust declines. Steden et al. (2009) describe a
for two different high speed hull forms. RANS method for carrying out an optimised design of
calculations at certain flow stations within the a so-called linearjet propulsor towards high
waterjet system were integrated into efficiency and good cavitation behaviour at a
experimentally determined powering ship velocity range between 25 and 35 knots.
performance predictions for the entire system. An evolutionary optimisation algorithm with a
RANS full and model scale boundary layers are tool for the generation of the propulsor
compared to give insight into scaling effects. geometry was coupled with two flow-solvers.
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They showed that the range of operation of tunnel were discussed. Donnelly et al. (2008)
linearjet with the high efficiency is wide. report on the development and upgrading of
Schroeder et al. (2009) present preliminary testing facilities at NSWCCD, which are
progress that they have made towards related to waterjet and waterjet propelled craft
prediction of waterjet torque and head rise and testing. They also present some results of
the effects of cavitation and thrust breakdown testing performed in the new facilities
using an internally developed version of RANS including LDV measurements. Hino et al.
code OpenFOAM and give comparisons with (2009) applied CFD analysis to free surface
the measured data. Lindau et al. (2009) present flow around a waterjet propelled ship. A
computed single phase and cavitating flow waterjet propulsor is implemented as an
fields for a ducted waterjet. Modeling is actuator disk model placed inside a duct. The
performed using a RANS solver with actuator force is given based on the estimated
homogenous-multiphase modeling and thrust. Computations are performed with and
turbulent simulation capabilities. Computations without waterjet in operation. Effects of a
assume steady, periodic flow conditions with waterjet duct and a waterjet propulsor to flow
body forces to represent the effect of the fields are discussed.
downstream stator row. Computed performance
parameters and cavity shapes are compared Surface Piercing Propellers. Kinnas et al.
with experimental observations. (2004) presented a three-dimensional low-order
boundary element method for the performance
The effect of air injection into a water jet is prediction of surface-piercing propellers. The
presented by Tsai et al. (2005) for a two-phase negative image method is used to account for
nozzle for a jet ski waterjet system. The free surface effects. Detachment locations of
compressed air is injected into the nozzle ventilated cavities are searched for iteratively
through the porous ring attached on the inner using a modified smooth detachment condition.
surface of the two-phase nozzle. The Results from parametric studies and validations
hydrodynamic performances of the jet ski with with experimental measurements are shown.
the original nozzle and with the two-phase
nozzle were measured. The results showed that Achkindze (2005) presents a historical
the thrust of the two-phase nozzle increases due review of some of developments in the field of
to the injecting compressed air. Gany et al. supercavitating propellers and surface piercing
(2008) present test results of a concept of an propellers both experimental and theoretical
air-augmented waterjet propulsion system. with the emphasis on research performed in
They showed an increase in waterjet thrust in Russia. Several works were presented on
the range of 15-30% due to the injection of air different surface piercing propeller series.
bubbles. Nozawa et al. (2005) presents an investigation
of applicability of surface piercing propeller on
Kwang et al. (2006) present results of high speed craft. Propulsive performance and
stereoscopic particle image velocimetry (PIV) the running attitude of high speed craft
measurements of a waterjet in a wind tunnel. equipped with SPP are simulated, solving
Pressure distributions along the ramp and lip equation of motions, using database of
sides inside the duct were measured for three measured three components of hydrodynamic
jet velocity to vehicle velocity ratios. Three- forces and moment acting on the two kinds of
dimensional velocity fields were obtained at high-speed craft models. Propeller open
the intake entrance and the nozzle exit. Murrin characteristics of four kinds of SPP with
et al. (2006) present results of an investigation different pitches were tested and used.
of a waterjet in a wind tunnel. Measurements Comparison between power performance of
were compared to CFD analysis of the unit. SPP crafts and conventional propeller crafts
Pros and contras of testing waterjets in wind showed that SPP crafts have superior
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performance in the high speed range over about camera was used for visualisation and in
40kts. Ding (2007) presents results of an addition scale effects are discussed.
investigation into the development of a
methodical series of SPP with six blades. The 2.7 Air Drag
influence of cavitation number and Froude
number on the hydrodynamic performance of Little work has been completed in the field
SPP was investigated by means of tests in the of aerodynamic drag. On the basis of the
depressurised towing tank in CSSRC. A group experimental results derived by Katayama et al.
of design charts has been established for design (2001) the aerodynamic drag acting on
purpose. Ferrando et al. (2007) report that prismatic planing model accounts for 10 to 20
experimental tests have been performed on a percent of total drag and the percentage
systematic series of 4 and 5 bladed surface depends on running trim and forward speed.
piercing propellers with varied pitch ratio Anosov et al. (2008) proposed a scale effect
(from 0.8 to 1.4). The influence of immersion correction method for aerodynamic drag acting
ratio and shaft inclination is discussed. on planing craft, since the Reynolds number of
Regression equations are given describing the water and air are different due to their density.
relationship of the thrust and torque Molland et al. (2003) investigated the
coefficients for advance coefficients above the aerodynamic drag of a family of fast catamaran
critical values. Influence on Weber number is superstructures and above water hulls travelling
briefly considered, confirming results of their in still air, using experimental and a
previous works. Pustoshny et al. (2007) present commercial CFD code as a theoretical
the results of the development of 5-blades SPP technique.
series at KSRI for fast speed boats with
maximum speed of 45 – 60 knots. They report 2.8 Far Field Waves and Wash
on a systematic investigation performed in a
depressurised towing tank to obtain data on the A comprehensive review on work in the
impact of various geometrical and operational area of near and far-field wash was reported by
parameters on SPP hydrodynamic the Resistance Committee of the 25th ITTC.
characteristics. However only some data from Therefore only developments published since
the tests of SPP behind dummy hull for that review are included in this section.
determination of propeller – hull interaction is
presented. Ghassemi et al. (2008) present The impact of vessel generated waves
numerical results of analysis of a 3 bladed and continues to be investigated, in particular
a 6 bladed surface piercing propeller using a through site-specific full scale measurements.
potential flow boundary element method. Soomere, Parnell and Didenkulova (2009) and
Parnell et al. (2008) have studied the impact of
Koushan (2006) and Koushan et al. (2009, waves generated bay large high speed craft
2011) present an experimental investigation of operating in Tallinn Bay in the Baltic Sea. This
a partly-submerged propeller. Results are is an area of great interest since high-speed
relevant for surface piercing propellers, though ferries have been operating for about 10 years
the propeller used for the investigation is a close to the shoreline, with up to 50 sailings per
conventional propeller. An extensive series of day. The properties of ship waves were
tests was performed at different propeller measured continuously over a four week period
submergence and advance ratios in calm water at approximately 2700 m from the sailing line
and in waves and with forced heave motion. with waves of up to 1.5 m in height being
Single blade forces and moments were measured. Ship wakes were found to alter the
measured with high sampling frequency to natural beach processes with significant loss of
capture the dynamics in a single propeller sediment across the beach profile being evident.
rotation. The paper reports that a high speed Similar work in Puget Sound, USA, was
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carried out by Osborne et al. (2009) were A numerical method for predicting vessel-
beaches were seen to respond differently to generated waves was presented by Ohashi et al.
wakes from slow and high speed operations. (2008) using an in-house RANS-based CFD
Despite small differences in wave height, the code. The computations used experimentally-
wakes from fast vessels were found to contain derived values of vessel sinkage and trim,
more wave energy due to their longer periods whilst the transom stern was modelled using an
resulting in altered sediment dynamics. extension of the hull aft of the ship, with the
length of this extension varying with vessel
The impact of vessel generated waves on speed. The numerical predictions were
moored vessels and the hindrance that they validated through comparison with towing tank
cause their operators was investigated in test results for a high speed monohull,
Holland by Luth et al. (2009). Many different agreement for the wave profiles and maximum
combinations of moored ships, passing ships wave heights was found to be good.
and shore configurations were examined, with
an expert panel scoring the hindrance due to Belibassakis (2009) presented a combined
the motions of the moored vessel. A guideline panel method/coupled-mode technique to
for maximum ship motions was developed predict the evolution of the ship wave system
based on maxima of vertical displacement and over variable bathymetry regions. It uses the
total acceleration. assumption that the ship’s track is straight and
parallel to the depth contours, and relatively far
An investigation into the correlation from the bottom irregularity. The spatial
between experimental results and full scale evolution of the ship wave system in a coastal
measurements for a 24 m catamaran operating environment was found to be efficiently
at a range of Froude length numbers was calculated.
conducted by Macfarlane (2009). The results
confirmed that good correlation was found 2.9 Wigs and Hydrofoils
between the predictions from model scale
experiments within a controlled environment Numerical Methods. CFD methods have
and a series of full scale trials data up to a been used by several researchers to investigate
Froude length number of 0.8. Therefore a the performance of WIGs, including Grillo et al.
correlation factor close to unity was (2009, Xing et al. (2007) and Yang et al.
recommended to be applied when using model (2010). Xing et al. (2007) found that CFD
scale experimental data to predict full scale techniques are an effective tool for the analysis
maximum wave heights and related wave of aerodynamics of WIG vehicles. They
periods for similar vessels operating in the analysed the aerodynamics and longitudinal
range 0.3 < Fr < 0.8, provided the Frh remains stability of a WIGS project using the FLUENT
subcritical. Macfarlane (2009) also provided code and the results show that the data which is
several recommendations for good practice calculated with RNG k-ε turbulence model and
when undertaking full scale vessel generated fine grid approach is superior. Yang et al.
wave measurements. An experimental (2010) investigated the aerodynamic
investigation was conducted by Robbins et al. characteristics of WIG craft near curved
(2009) into the waves generated by a catamaran ground. The numerical techniques included
operating in the trans-critical region. Water sliding meshing and dynamic meshing. The
depth was shown to have a significant effect on results show that the effect of curved ground is
the vessel wake characteristics including wave reflected by periodic aerodynamic forces and
height, bow wave angle and rate of decay changes of pressure effect below wing.
coefficient. Using the model experiments a new
simple method for predicting catamaran wave Other numerical methods include the work
wake was developed and presented. of Dessi et al. (2005) who analysed the flow
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around a wing in ground effect or around a control system that fixes the control variables
hydrofoil near the free surface. The AERMOD trend through a non-linear mathematical model.
code is used for 2D and 3D configurations in This model has been built to evaluate
ground effect. If moderate ground effects are aerodynamic coefficient variation laws due to
considered, the potential-flow analysis appears altitude. The study shows that the WIG should
to provide accurate results for the lift correction have good behavior either in or out of ground
without the need to include viscous effects. A effect because of the big distance between
validation of the AERMOD code was lifting surfaces.
performed for the steady case.
Qian Zhou et al. (2007) simulated WIG craft
Rozhdestvensy and Fridman (2008) space motion whereby the linear space
summarise some results for the equations of motion and disturbing signals,
aerohydrodynamics of lifting systems using the such as handling and launching are described.
method of matched asymptotic expansions The simulation is programmed using
(MAE). The examples include flow problems MATLAB/GUIDE and the results indicate that
for a wing in extreme ground effect, gliding stability and handling quality of WIG disturbed
and supercavitating large-aspect ratio wings can be evaluated by means of mathematical
and wings with interceptors (spoilers). simulation.
Numerical results obtained show the
effectiveness of the approach and are in good The condition and designing
agreement with experimental data. countermeasure which the aerodynamic
parameter must meet for a WIG craft to self-
Zhi-gang Yang et al. (2009) present a maintain a certain flight height, by using the
numerical study in an effort to provide detailed concept of gradient for level required power to
insight into schemed power-augmented flow flight height, was analysed by Changhua and
for WIG craft in view of the concept of Yajun (2007). They determined that flight
cruising with power assistance. Flow features height stability can be achieved by choosing
with different deflected nozzle angles were comparatively small flight pitching angle,
studied. It was found that the technique of moving CG aft and by choosing comparatively
blowing air under the wing for PAR engine is big wing loading.
not efficient in cruise mode and that the
optimal scheme of power-augmented flow with Murao et al. (2009) propose a design
respect to the craft depends on the specific simulation model for a C-type WIG. For a
engines and the flying regime. WIG given weight and CG position, the
necessary combination of elevator angle, angle
Simulations of WIG performance to of attack and required thrust can be found both
investigate their flight characteristics have been in and out of ground-effect. As the result of the
developed by several researchers. Grillo et al. simulation, it is found that there is the
(2005) built a general model for longitudinal restricted zone of the attack and the elevator
stability analysis permitting the study of angles corresponding to CG position.
aircraft motion either in or out of ground effect Accordingly the required thrust and
or out of ground effect. The A-90 Orlyonok longitudinal stability can be deduced.
was used as the reference WIG craft for sample Experiments using a radio controlled-model
simulations and the results show that this seem to support these characteristics
general model can be successfully applied to qualitatively.
study the longitudinal stability of WIG craft in
the complete flight envelope. Grillo et al. Hydrofoil performance has also been
(2007) present research on a particular investigated using CFD techniques by Li et al.
ultralight WIG and the design of a flight (2010a), Li et al. (2010b) and Lu et al. (2010).
Specialist Committee on High Speed Craft

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Li et al. (2010a) present a study of using a cavitational flow. These formulae were
modified k-  model to predict the unsteady obtained by using the method of matched
cavitating flows around 2D and 3D hydrofoils asymptotic expansions and the method of
in the framework of multi-phase mixture flow lifting-line theory. The presented comparison
RANS approach. The cavitation is modeled by between these formulas and experimental
Schnerr-Sauer’s cavitation model. It is found results demonstrates the acceptability of the
that the RANS method is able to predict the proposed approach.
essential features like re-entrant jets, the
periodic shearing and shedding of cloud Model Tests. Pustoshny (2008) discusses
cavities. Li et al. (2010b) conducted a the role of experimental studies in the
numerical study of steady and unsteady development of superfast vehicles. He presents
cavitation on 2D hydrofoil. using the an overview of the opportunities offered by
multiphase RANS code FLUENT. The experiments using as examples some of the
cavitating flow around the Delft twisted studies conducted by the Krylov Shipbuilding
hydrofoil, with unsteady inflow condition, was Research Institute. Experimental research is
numerically simulated by Lu et al. (2010). still playing an important role in the design of
Using a large eddy simulation, in combination new high-speed craft particularly when faced
with a volume of fluid implementation, they with more complicated issues.
were able to capture the liquid-vapor interface
and Kunz’s model for the mass transfer Model tests using radio control models are
between the phases. an effective method for testing the performance
of WIGs, examples include Akimoto et al.
The performance of foils in motion was (2005, 2007), Murao et al. (2005) and Shin et
investigated by Bai and Kim (2007) and Hsin al. (2007). Akimoto et al. (2005, 2007)
et al. (2007). Bai and Kim (2007) considered investigated a canard type WISES model for its
the motion control of fully submerged potential in takeoff from rough seas. This
hydrofoils in waves. The change of lift force model has a capacity of measurement
due to the orbital motion of fluid particles is equipments such as flight data recorders, GPS
included as time-varying disturbance in the and the onboard camera. Slow flight data
equation of coupled heave-pitch motion, and indicated the good takeoff/alighting
the corresponding state space equation is performance of the concept by the effective
derived. Several control algorithms, including utilisation of the propeller slipstream. The
PID, LQR, and sliding mode control are simple manual control of the elevator and
applied for regular and irregular wave rudder attained steady flight implying that the
conditions, and the resultant motion responses control of a real scale ship is an easy task.
are compared. Ching-Yeh Hsin et al. (2007) Murao et al. (2005) studied propeller-deflected
analysed a hydrofoil such as a stabilised fin or slipstream (PDS) using an electric-powered
a T-foil in waves computationally. The radio-controlled WIG model to evaluate its
influences of hydrofoil geometries were take-off characteristics. The experiments
investigated by parametric analysis using an demonstrated the very short take-off capability
unsteady flow boundary element method linked of the PDS PAR-WIG compared with a
to a ship motion analysis program. conventional seaplane model. Shin et al. (2007)
tested a radio control model of a 20-passenger
Alexander S. Achkinadze (2008) provide class WIG with planning-hull form and
formulae for the approximate computation of transom stern. The R/C test results
ascension force factor for supercavitating and demonstrated the stable and smooth running
partially cavitating elliptical hydrofoil with attitude at designed speed.
plane pressure surface at arbitrary cavitation
index obtained from open linear model of
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Doss and Natarajan (2006) conducted an Model experiments have also been
experimental investigation into the conducted on full hydrofoil craft models. Misra
effectiveness of a hydroski as a takeoff aid for et al. (2006) evolved two hydrofoil concepts
WIG craft. The study, carried out in a towing and carried out model tests. Brizzolara and
tank clearly demonstrated that the hydroski has Bruzzone (2007) assessed a new hybrid vessel
serious shortcomings as a takeoff aid. Nguyen concept, Small Waterplane Area Mono Hull
et al. (2007) carried out a series of wind tunnel (SWAMH) assisted by a tandem hydrofoil
tests using a model of scale 1:6.2. The purpose system.
of the tests was to determine experimentally the
lift, drag and moment coefficients of the model. Full-Scale Tests. Zhao et al. (2008)
researched a new hydrofoil craft fitted with
Anosov et al. (2008) present a modified triple longitudinal hydrofoils. When compared
method for determining the aero-hydrodynamic with a tradition hydrofoil craft, it was found to
characteristics of a fast ship. This method take have similar resistance performance but
into account the difference between the real improved sea-keeping performance without the
aerodynamic characteristics of the model in the use of a control system. The authors built two
basin and the model aerodynamic full-open sight tourism craft with the triple-
characteristics, obtained in the wind tunnel. hydrofoil craft technology as a technology
The modified method can be utilised for demonstrator.
investigating dynamics of WIGs and
hydroplanes during take-off and landing
operations, as well as dynamics of racing boats 3. BENCHMARK DATA
and other special craft subject to strong
aerodynamic effects. The committee was tasked with identifying
validation data for new designs appropriate for
Hydrofoils have been the subject of many benchmarking purposes. Such benchmark data,
experimental investigations in recent years. in the public domain, would need to include
Tests on foils in isolation have been completed relevant data about the ship geometry including
by Jing-Fa et al. (2005), Korulla et al. (2009) hull form (both above and underwater if
and Liu et al. (2010). Jing-Fa et al. (2005) necessary), model scale, appendage definitions,
designed a lift and drag measurement system displacement and mass distribution,
for use in a cavitation tunnel to measure the hydrostatics including draft and trim, and
performance of two-dimensional hydrofoils loading condition. It should specify full details
under cavitation condition. The performance on the tests including facility size, towing
curves of super-cavitating hydrofoils were arrangement and instrumentation. The
developed from the tested results. presented results should include details on the
units and sign convention used, clear
Korulla et al. (2009) conducted model tests definitions of presented data and uncertainty
on a NACA 66_215 foil to determine foil analysis.
characteristics under ventilation conditions.
The results obtained show that it is possible to Whilst there are examples of published
develop an automated ride control system for experimental data e.g. NPL catamaran
foil assisted vessels using ventilated foils. Liu (Molland et al., 2001), NTUA Series
et al. (2010) investigated the unsteady (Grigoropoulos and Loukakis, 2002,
cavitating flow and the dynamic shedding of Grigoropoulos et al., 2010), unfortunately it
cloud cavitation from the 3D elliptical foil in was found that there is a complete lack of
cavitation tunnel tests. appropriate benchmark data available in the
public domain for researchers to undertake
independent validation studies. In particular
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high speed hull form designs are often different wake. The viscous flow is then
proprietary and so data sets are usually important. Moreover, rotational and wave
incomplete. Therefore the committee cannot components are present in the wake.
recommend any benchmark data in the public
domain and there is a strong need for the  The method of controlling the flow over the
production of quality benchmark data. propeller blades should be treated with
extreme care. Previously the procedure
stated that turbulence tripping on the
4. PROCEDURES propeller blades is not recommended.
However although turbulence stimulation
The committee initially reviewed all causes extra resistance and affects lift, it
procedures pertaining to the testing of high does deliver more consistent results by
speed craft. Following this and after receiving reducing variability and sensitivity. It is
guidance form the Advisory Council two recommended that it is better to have larger,
procedures were reviewed in detail: but known scale effects than to have smaller,
but unknown scale effects.
 No. 7.5-02-05-02 Testing and Extrapolation
Methods - High Speed Marine Vehicles - 4.2 ITTC Procedure 7.5-02-05-03.3
Propulsion Test. Testing and Extrapolation Methods - High
Speed Marine Vehicles, Waterjets -
 No. 7.5-02-05-03.3 Testing and Uncertainty Analysis - Example for
Extrapolation Methods - High Speed Marine Waterjet Propulsion Test.
Vehicles, Waterjets - Uncertainty Analysis -
Example for Waterjet Propulsion Test. The updating of this procedure focussed on
correcting errors in the tables e.g. parameter
4.1 ITTC Procedure 7.5-02-05-02 Testing values and symbols, as well as providing some
and Extrapolation Methods - High Speed additional text to aid clarification and
Marine Vehicles - Propulsion Test. explanation.

Apart from several minor changes mostly

for clarification purposes, the following 5. SYMBOLS
modifications have been made:
All of the high speed craft procedures were
 Guidance on the appropriate size of model reviewed with respect to symbols. Changes
to be used was clarified. The procedure were required in all three procedures applying
points out that care should be taken when to water jets: 7.5-02-05-03.3, 7.5-02-05-03.3
tests at high length Froude numbers are and 7.5-02-05-03.3. This resulted in changes to
conducted at depth Froude numbers greater several equations, tables and diagrams.
than 0.7 as shallow water effects will exist,
particularly with low water depth to draft In addition, two changes were recommended
ratios (if h/T is less than approximately 16 to the ITTC Quality Systems Group with
then shallow water effect becomes respect to the ITTC Symbols List. Firstly that
significant). A6 [nozzle discharge area] be removed since An
[nozzle discharge area] is also defined in the
 For the scaling of wake it is clarified that the Symbols List and this is the symbol used in all
model wake is essentially the same as the the waterjet procedures. Secondly, that the
full-scale wake for exposed, raked shafts symbol Tjetx [jet thrust] be changed to Tjx [jet
and that different arrangements, e.g. thrust] for consistency with all the waterjet
propeller driven SWATH’s, show a quite
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procedures: 7.5-02-05-03.3, 7.5-02-05-03.3 and dimensional potential flow methods are capable
7.5-02-05-03.3. of predicting motions reasonably accurately
and progress is being made in the simulation of
high speed craft motion responses using
6. CONCLUSIONS Reynold’s Averaged Navier-Stokes (RANS)
methods, although computational times remain
6.1 General Technical Conclusions too long for practical applications.

As expected, the prediction of resistance of During the last decade some progress has
high speed craft has been the focus of been reported on numerically predicting and
significant recent work. Although much of this experimentally estimating the manoeuvring
work has focused on numerical predictions performance of high speed craft, including
using CFD techniques and other methods (e.g. multihull vessels. The numerical methods are
slender ship theory, improved Dawson method mainly based on experimental results. Some
and 3-D Green’s function), there have also attempts are underway to use both potential
been many experimental investigations carried flow 3-D panel and CFD methods (RANS
out. Work on reducing resistance has mainly solvers) for the derivation of more reliable
been orientated towards the use of air injection results. However, the former ignore the viscous
and artificial cavity techniques. Vessel flow in the stern region, while the latter are
generated wash remains a key focus for high- very time-consuming since the modelling is
speed craft, with several numerical and asymmetric and the grid should be quite large
experimental studies being conducted, in order to converge to realistic results.
including full scale measurements.
The numerical prediction of wave loads for
Powering performance of high speed craft high speed craft has focused on 2D+t and 3D
has been investigated sufficiently for high- techniques with model experiments on
speed vessels fitted with waterjets or high- hydroelastic catamaran and monohulls being
speed (partially cavitating or supercavitating) conducted for validation purposes as well as
propellers. However, much less information is standalone investigations. Although conducting
available regarding the powering with azipods, full scale measurements is complex and costly
surface-piercing propellers and other novel significant data has been published for large
propulsors (e.g. fans and multi-prime-mover high speed catamarans. Since slamming loads
ship propulsion power trains). The interest in are the dominant wave load on high speed craft
this respect is focused on the larger high-speed significant work has been conducted in this
vessels where the power requirements are quite area; principally using FE explicit codes, SPH
demanding, while at the same time these and CFD to model the impact.
vessels should comply with the contemporary
IMO resolutions for the Green Ship (emission 6.2 Recommendations to the Full
restrictions) and they also should be able to Conference
operate at a considerably lower economic
speed. Adopt the updated procedure No. 7.5-02-05-
02 Testing and Extrapolation Methods - High
For predicting the motions of semi- Speed Marine Vehicles - Propulsion Test.
displacement vessels, 2.5D (i.e. a 2D strip
theory in the time domain) techniques provide Adopt the updated procedure No. 7.5-02-05-
a practical method with a significant 03.1 Testing and Extrapolation Methods - High
improvement in accuracy over conventional Speed Marine Vehicles, Waterjets - Propulsive
strip theories and faster computational times Performance Prediction.
than full three-dimensional calculations. Three-
Specialist Committee on High Speed Craft

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Adopt the updated procedure No. 7.5-02-05-  Many high speed craft operate in shallow
03.2 Testing and Extrapolation Methods - High water and the effect of this environment on
Speed Marine Vehicles, Waterjets - Waterjet their performance is not yet clearly
System Performance. understood, including its effect on
propulsion. It is recommended that a review
Adopt the updated procedure No. 7.5-02-05- of current practice for resistance and
03.3 Testing and Extrapolation Methods - High propulsion tests in shallow water be
Speed Marine Vehicles, Waterjets - undertaken, including performance
Uncertainty Analysis - Example for Waterjet prediction techniques based on such tests.
Propulsion Test.
 The committee has found a paucity of
Update the ITTC List of Symbols in benchmarking data available for the
accordance with the committee’s validation of numerical tools for resistance
recommendations. and seakeeping performance of high speed
craft. Additionally no benchmarking tests
6.3 Proposals for future work have been conducted to compare results
between different tanks. Therefore it is
The following areas are recommended as recommended that a worldwide comparative
foci for work: study on a catamaran hullform performance
in calm water and in waves be instigated, as
 Performance prediction of high speed craft well as comparative model tests for a
with a view to improve model/ship modern high-speed monohull at speeds
extrapolation techniques. As also noted by corresponding to Fr =0.4 - 2.5.
the 25th ITTC Committee on Powering
Performance Prediction the HSMV  The influences of spray resistance,
Resistance procedure 7.5-02-05-01 currently aerodynamic drag and the effects of trim
applies a form factor k=0 due to the tabs and interceptors are particularly
difficulty of determining the value of the important for high-speed craft. It is
form factor from low speed model tests. recommended that a review be conducted
Therefore the committee recommends a into their effects and in particular scaling
further study of form factors for HSMV, methods used to account for their presence.
especially those with large transom sterns.
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Cappelletti, A.M., Pino, E., Sebastiani, L., Davis, M.R., Thomas, G., Holloway, D.S.,
Boccalatte, C., Viviani, M., Bruzzone, D. Lavroff, J., Amin, W., Matsubara, S. and
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Ischia, Italy, Vol. 2, pp 27-36.
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Chang, S., Wang, Y. and Pang, Z., 2008, "Measurement of Response Amplitude
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Davis, M.R. and Whelan, J.R., 2007,
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Chiu, F.C., Tiao, W.C., 2007, "Experimental 2007, “Computational Modeling of Wet
Study on the Nonlinear Pressure Acting on Deck Slam Loads with Reference to Sea
Proceedings of 26th ITTC – Volume II

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Trials”, FAST2007, Shanghai, China, pp Dudson, E. and Harries, S., 2005,

616-624. “Hydrodynamic Fine-Tuning of a
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Experimental Investigation into the Petersburg, Russia
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Petersburg, Russia "Optimisation of the Catamaran Hull to
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Trondheim, Norway. Fakhraee, A., Rad, M. and Amini, H., 2007,
“Experimental method for calculation
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Prediction of Slamming-Induced Loads of FAST2007, Shanghai, China
a High-Speed Monohull in Regular
Waves”, Journal of Ship Research, Vol. Faltinsen, O.M. and Chezhian, M., 2005, “A
52, No. 1, pp 71–86 Generalized Wagner Method for Three-
Dimensional Slamming”, Journal of Ship
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Propellers and its Application",
FAST2007, Shanghai, China. Fang, C.C. and Chan, H.S., 2007, "An
Investigation on the Vertical Motion
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R.X., 2007 “Experimental study on the Catamaran Ferry", Ocean Engineering Vol.
hull form of high-speed air cavity craft”, 34 No. 14, pp 1909-1917
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2008, “Experimental Study on the Form Trimaran Ships Travelling in Waves”,
and the Performance of High Speed and Ocean Engineering, Vol. 35, pp 749-762
Light Displacement Wave Piercing
Catamaran”, Journal of Ship Mechanics, Ferrando, M., Crotti, S. and Viviani, M., 2007,
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Donnelly, M. and Gowing, S., 2008, Naples, Italy
"Overview of Recent Developments in
Testing of Waterjets at NSWCCD", Friedhoff, B., Henn, R., Tao, J. and Stuntz, N.,
International Conference on Waterjet 2007 “Investigation of Planing Craft in
Propulsion V, London, UK. Shallow Water”, FAST2007, Shanghai,
China
Duan, W.Y., Huang, D.B., Hudson, D.A. and
Price, W.G., 2001, "Comparison of Two Friedhoff, B. and Tide, A., 2009, “Geosim
Seakeeping Prediction Methods for High Model Tests of a Hard Chine Planing Craft
Speed Multi-Hull Vessels", FAST2001, on Different Water Depths”, FAST2009,
Southampton, UK, Vol. 2, pp 243-250 Athens, Greece.
Specialist Committee on High Speed Craft

514

Fu, T., Fullerton, A., Terrill, E., Faller, W., Hadler, J.B., 2005, “On the Development of a
Lada, G., Hess, D. and Minnick, L., 2009, Hull Form With Minimum Wetted Surface
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Motions of a High-Speed Catamaran in Trimarans”, FAST2005, St-Petersburg,
Waves”, OMAE, Honolulu, Hawaii. Russia.

Fukunaga, K., Nihei, Y. and Ikeda, Y., 2008, Hadler, J., Cain, K. and Singleton, E. 2009,
"An Experimental Study on Seakeeping “On the Effect of Transom Area on the
Characteristics of a Fast Wave-Piercing Resistance of High-Speed Catamaran
Catamaran in Real Seas", 3rd PAAMES, Hulls”, FAST2009, Athens, Greece.
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Simulation of Planing Hulls in Waves by Resistance Theory”, FAST2007, Shanghai,
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2008, “An Application of CFD for
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Series in the Pre-planing Condition (Part 2007, “Predicting Motions of High-Speed
I)”, 2nd Chesapeake Power Boat Rigid Inflatable Boats: Improved Wedge
Symposium, Annapolis, Maryland, USA Impact Prediction”, FAST2007, Shanghai,
China, pp 377-383.
Proceedings of 26th ITTC – Volume II

515

Ikeda, Y., Katayama, T. and Okumura, H., Kashiwagi, M., 1993, “Interaction Force
2000, “Characteristics of Hydrodynamic between Twin Hulls of a catamaran
Derivatives in Manoeuvring Equations for advancing in Waves (Part 2: Wave-
Super High-Speed Planing Hulls”, 10th Exciting Forces and Motions in Waves)”,
International Offshore and Polar Journal of Society of Naval Archtects of
Engineering Conference, Seattle, USA. Japan, Vol. 174, pp 181-190.

Ikeda, Y., Kuroda, T. Amd Takeuchi, Y., 2003. Katayama, T. and Fujimoto, M., 2008, “A
"Effects of Seakeeping Quality on Travel study on directional instability of high-
Demand of a Fast Ferry", FAST2003, speed planing hull based on simulation”,
Ischia, Italy, Vol. 2, pp 77. 6th Osaka Colloquium, Osaka, Japan.

Inoue, Y. and Kamruzzaman, M., 2008, Katayama, T., Fujimoto, M. and Kotaki, M.,
"Analysis of Hydrodynamic 2007, “An Experimental Investigation on
Characteristics for Arbitrary Multihull Roll Damping and Manoeuvring
Ships Advancing in Waves", Journal of Hydrodynamic Forces acting on Multi-
Marine Science and Technology, Vol. 13, hull”, Japan Society of Naval Architects
No. 3, pp 231-243. and Ocean Engineers, Vol 4. (in Japanese).

ISO 2631, "Mechanical Vibration and Shock – Katayama, T., Hayashita, S., Suzuki, K And
Evaluation of Human Exposure to Whole- Ikeda, Y., 2002, “Development of
Body Vibration", International Standards Resistance Test for High-Speed Planing
Organisation, 2003. Craft using Very Small Model -Scale
Effects On Drag Force”, AP Hydro 2002,
ITTC, 2005, "Final Report and pp.7-14.
Recommendations of Seakeeping
Committee", 24th International Towing Katayama, T., Iida, T. and Ikeda, Y., 2006,
Tank Conference, Edinburgh, UK,. “Effects of Change in Running Attitude on
Turning Diameter of Planing Craft”,
ITTC, 2008, "Final Report and Proceedings, 2nd Pan Asian Association of
Recommendations of Seakeeping Maritime Engineering Societies, Korea
Committee", 25th International Towing
Tank Conference, Fukuoka, Japan,. Katayama, T. and Ikeda, Y., 2005c,
"Development of Experimental
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and Sayyaadi, H., 2008, “Trimaran High-Speed Planing Hulls", 5th
manoeuvring simulation based on three- international forum on aluminium ships,
dimensional viscous free surface flow Tokyo, Japan, pp 55-60.
solver”, HIPER2008, Naples, Italy.
Katayama, T., Ikeda, Y. and Okumura, H.,
Jung, K., Kim K., Yoon, S., Kwon, S., Chun, 2000, “A Study on Unstable Motions of a
H. and Kim, M., 2006, "Investigation of Planing Craft in Maneuvering - Large
Turbulent Flows in a Waterjet Intake Duct Amplitude Motion due to Periodic
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Katayama, T., Kimoto, R., Iida, T. and Ikeda,
Y., 2005a, “Effects of Running Attitude on
Specialist Committee on High Speed Craft

516

Hydrodynamic Forces for Oblique Towed a planing craft in drifting motion (2nd
Planing Craft”, Journal of the Kansai report) – Simulation method of transverse
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Katayama, T., Kimoto, R. and Ikeda, Y. 2005b, Japanese).
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Rome, Italy.
Katayama, T., Kotaki, M. and Ikeda, Y., 2007a,
"A Study on the Characteristics of Roll Kim, M. and Chun, H., 2007, "Experimental
Damping of Multi-Hull Vessels", 9th Investigation into the Performance of the
International Ship Stability Workshop, Axial-Flow-Type Waterjet According to
Hamburg, Germany. the Variation of Impeller Tip Clearance",
Ocean Engineering, Vol. 34, Issue 2, pp
Katayama, T., Kaneko, T. and Hori, Y. 2007b, 275-283.
Development of Estimation Method of
Running Performance for Planing Craft Kimoto, R., Katayama T. and Ikeda, Y., 2004,
with Outboard Engine, Journal of the “Effects of Running Attitude on
Japan Society of Naval Architects and Hydrodynamic Forces for Oblique Towed
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Katayama, T., Taniguchi, T., Fujii, H. and
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FAST2009, Athens, Greece. Naval Architects and Ocean Engineers,
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Katayama, T., Taniguchi, Y. and Kotaki, M.,
2008, "A Study on Viscous Effects of Roll Kivimaa, S. and Rantanen, A., 2007,
Damping of a High-Speed Catamaran and “Development of an Integrated Monitoring
a High-Speed Trimaran", 6th Osaka System and Monitoring of Global Hull
colloquium on seakeeping and stability of Loadings on High Speed Mono-Hull”,
ships, Japan, pp.281-286 FAST2007, Shanghai, China, pp 566-573.

Katayama, T., Teshima, A., and Ikeda, Y. Koushan, K., 2006a, "Dynamics of Ventilated
2001, “A Study on Transverse Porpoising Propeller Blade Loading on Thrusters";
of a Planing Craft in Drifting Motion (1st WMTC2006, London, UK.
report) – Measurements of motions and
mechanism of occurrence –”, Journal of Koushan, K., 2006b, "Dynamics of Ventilated
the Kansai Society of Naval Architects, Propeller Blade Loading on Thrusters due
Japan, (KSNAJ), No. 236, pp 181-190 (in to Forced Sinusoidal Heave Motion", 26th
Japanese). Symposium on Naval Hydrodynamics,
Rome, Italy.
Katayama, T., Teshima, A., and Ikeda, Y.
2002, “A study on transverse porpoising of
Proceedings of 26th ITTC – Volume II

517

Koushan, K. and Spence, S.J.B., 2009, Different Calculation Methods”, Journal of

"Experimental Investigation of the Effect Hydrodynamics, Ser. A, Vol. 20, No. 4.
of Waves and Ventilation on Thruster
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the Resistance of High Speed Trimarans”,
Koushan, K., Spence, S.J.B. and Savio, L., Journal of Ship Mechanics,Vol. 11, No. 2 ,
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Loadings and Spindle Moment of a
Thruster in Calm Water and Waves”, Li, G. and Ye, H., 2005, “Wave Making
SMP’11, Hamburg, Germany. Computation in Time Domain for Multi-
Hull Ships”, FAST2005, St-Petersburg,
Kowalyshyn, D. and Metcalf, B., 2006, "A Russia.
USCG Systematic Series of High Speed
Planing Hulls",Trans SNAME,pp.268-309. Lin, J., Shi L., You G. and Qian, J., 2007a,
“The Method for Evaluating the Design
Kumar. M., Subramanian, V.A. and Singh, Wave Loads on SWATH Ships”,
S.P., 2008, “Performance Prediction and Proceedings, FAST2007, Shanghai,
Computaion of Slamming Loads on a China, pp 589-594.
Planing Craft Using RANSE Method”,
HSMV 2008, Naples, Italy. Lin, W-M., Collette, M., Lavis, D., Jessup, S.
and Kuhn, J., 2007b, “Recent
Lavis, D.R., Forstell, B.G. and Purnell, J.G., Hydrodynamic Tool Development and
2007, "Compact Waterjets for High-Speed Validation for Motions and Slam Loads on
Ships", Journal of Ships and Offshore Ocean-Going High-Speed Vessels”,
Structures, Vol. 2, Issue 2, pp 115-125. Proceedings, PRADS07, Houston, USA.

Lavroff, J., Davis, M.R., Holloway, D.S. and Lindau, J. W., Moody, W. L., Kinzel, M. P.,
Thomas, G., 2007 “The Whipping Dreyer, J. J., Kunz, R. F. and Paterson, E.
Vibratory Response of a Hydroelastic G., 2009, "Computation of Cavitating
Segmented Catamaran Model”, FAST 07, Flow through Marine Propulsor"
Shanghai, China, pp 600-607. Proceedings, SMP'09,Trondheim, Norway.

Lavroff, J., Davis, M.R., Holloway, D.S. and Liu, C., Wang, Y. and Zhang, Z., 2008,
Thomas, G., 2009 “The Vibratory "Numerical Simulation and Analysis of
Response of High-Speed Catamarans to Cavitation Performance of Waterjet",
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Li, Y.B., Chen, K. and Huang, D.B,. 2005, Macfarlane, G.J., 2009, “Correlation of
“Viscous Resistance Calculation for a Prototype and Model-Scale Wave Wake
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Specialist Committee on High Speed Craft

518

Mantouvalos, A., Atlar, M. and Sampson, R, Molland, A.F., Wellicome, J.F., Temarel, P.,
2009, “Development of the First Cic, J. and Taunton, D.J, 2001,
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Displacement Type High-Speed Seakeeping Characteristics of Fast
Catamarans (DVC Series), FAST2009, Displacement Catamarans in Head and
Athens, Greece. Oblique Seas", Trans. RINA, Vol. 143, pp
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Mavluidov, M.A., Rousetsky, A.A., and
Yakovleva, O.Y., 2005, “Waterjet Morch, H. J. B. and Hermundstad, O.A., 2005,
Research and Optimisation Methods and "Planing Craft in Waves – Full Scale
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McMorris, T., Myers, S. and Dobbins, T., Morabito, M. and Snodgass, J. 2010, The use
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