page n.

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA

FROM MONOHULL TO TRIMARAN: COMPUTATION OF SOME

HYDRODYNAMIC CHARACTERISTICS FOR HIGH SPEED MARINE
VEHICLES

S. BRIZZOLARA, D. BRUZZONE, P.CASSELLA, I. ZOTTI

SUMMARY:
The paper presents the evolution of the numerical and experimental research activity in the field
of the wave resistance for high speed vessels, among the three Italian Departments of Naval Architecture at the Universities of Genova, Napoli and Trieste. In particular it describes some typical
results of the application of a numerical potential flow code and its validation in the case of typical
hulls used for fast vessels, through standard and ad hoc experiments conducted in two different
towing tanks, in some cases with different model scales. The development of the numerical method
has followed the rapid changes of the design of high speed vessels: so the presented applications
range from earlier monohulls, through catamarans, to the present interesting trimaran solutions.
The extensions realized in the method to deal with these hull typologies are also briefly introduced.
But beside that, the paper will focus to the critical presentation of the wave resistance data obtained by the numerical panel method and to its comparison with the experimental data in terms
of global entities (such as wave resistance, longitudinal trim and sinkage), and other interesting
data such as free wave spectra and wave contours.

1. INTRODUCTION
Research on the performance of high speed marine vehicles have been carried out since some years
in the framework of a national project of three Italian Universities: Genoa, Naples and Trieste.
Various typologies of ships have been considered and various experiments regarding their calm water
performance have been executed, some times also on geosim models. Among the tasks of the research
the application of a numerical method for the evaluation of the wave pattern and of the wave resistance
was carried out for all the tested marine vehicles. The method is based on Rankine sources distributed
on quadrilateral panels on the hull and on a portion of the free surface. It was at first developed at
the end of the eighties (Bruzzone et al. 1988) and was subsequently applied to standard test cases and
to conventional hulls forms. It has continuously evolved, also basing upon the requirements required
by the various applications of increasing complexity. After first applications to high speed hulls (e.g.
Bruzzone and Sebastiani 1994, Brizzolara and Bruzzone 1997), it was directly evident the importance
of including some important effects such as dynamic attitude (Brizzolara et al. 1998, Brizzolara and
Bruzzone 2000) as well as the application of existing techniques of experimental wave pattern analysis
to the computed wave pattern, like the transverse cut method of Eggers et al. (1967). This permitted
to gain more and deeper insight into the results, basing also on quantitative information regarding
computed and measured wave patterns, such as free wave spectra.
From Monohull to Trimaran: Computation
of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 2

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA
Considered high speed vessels typologies ranged from round bilge and hard chine monohulls, to catamarans and recently to trimarans (Bruzzone et al. 2000). The primary aim of the application of this
numerical methodology was devoted to its validation, but it has also strongly contributed to its development. It has also turned out that the methodology can be used in a complementary way with the
experiments. In this paper, after a brief review of the theoretical basis and of the numerical method,
some representative applications are presented, that cover the research path followed in a national
research project on high speed marine vehicles.

2. OUTLINE OF THE THEORY AND NUMERICAL METHOD

The problem of the free surface steady waves of a marine vehicle may be solved by a boundary element
methodology based on Rankine sources, according to the basic idea first proposed by Dawson (1977)
and successively extended and improved by many authors.

2.1 General formulation

To describe briefly the relevant theory a right handed reference system Oxyz is chosen moving at the
ship speed U. with x positive astern, z positive upward and xy on the waterplane. If the hypothesis
of inviscid, irrotational flow is assumed, the hydrodynamic problem of a ship moving in calm water
may be described in terms of a velocity potential for which 2 = 0 into the fluid domain D. On
the ship hull H and on the free surface F, the following boundary conditions must be enforced:

~n = 0
on H
(1)
1
+
2
+

)
g

(
=
0
on F
z
2
The velocity potential is expressed as the sum of a double body potential D and of a wavy perturbation potential w which is considered of a smaller order of magnitude. Then, the free surface boundary
equations are linearised by expanding all the relevant terms in Taylor series in the neighborhood of
the plane z=0. and retaining only the first order terms. The free surface kinematic and dynamic
conditions are combined in the following formula:
0

g
z

D (D 0 ) + 12 0 (
D1 ) =
DD
D (D D ) D x U 2 U ~i (D D )

+
=

(2)

where, the total potential has been finally expressed as = U x + 0 . This equation must hold on the
plane z = 0.
.
The induced velocities at a field point P are computed in terms of a source distribution on the average
hull surface H0 and on the undisturbed free surface F0

Z
(Q)
0

dS
(P ) =
(3)
rP Q
H0 F0
Representing the boundary surfaces by NH and NF quadrilateral panels respectively, each with a
surface Sj and a uniform source density j , equation (3) may be approximated as:
0

(P ) =

NH
+NF
X
j=1

Sj

NH
+NF
X
1
T
(Xij , Yij , Zij ) j
dSj j
rij
j=1

(4)

So the discretised the linearised equations can be written as:

From Monohull to Trimaran: Computation

of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 3

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA

+NF
NHP
j=1

+NF
NHP
j=1

+2

Xij nxi + Yij nyi + Zij nzi = U nxi

[ 2ai Xij + 2bi Yij +

D D Yij i
x

D 2
x

Xij
i x

i = 1, ...NH

j + 2gi = 2ai

in which the terms a i and b i are so defined:

D 2 D
D 2 D
ai =
+
x x2
y xy i

D
y

D
x

Yij
y +

D
U + 2bi
y

i = NH+1 , ..., NH + NF

D 2 D
D 2 D
bi =
+
x xy
y y 2

(5)

The second order derivatives into the free surface boundary condition are computed using four point
upstream and outward finite difference operators in the longitudinal and in the transverse directions
respectively. Once the flow velocities are computed, Bernoulli equation provides the pressure that,
integrated on the hull, gives the forces and moments from which, finally, the wave resistance, sinkage
and trim may be evaluated.

2.1 Mesh generation and additional problems for multihulls

The hull and the free surface grids are generated by an entirely automatic procedure. The hull is
defined by a number of patches defined by two family of lines,that must have a form as homogeneous
as possible; hard chine hulls, for instance, must be divided into separate patches.

Figure 1: Possible combinations for free surface structured patches.

A parametric representation is given for one set of lines (for the most part cross sections), and interpolation is possible for the other set, so different configurations may be easily obtained, depending on
some controlling parameters such as grid spacing, sinkage and trim .
The free surface grid is divided up to four sections depending on the type of hull. The transverse finite
difference operator is linked across different sections, and this has created coding problems, especially
for trimaran hulls. The free surface scheme adopted for coping with the various possible multihull
combinations, is sketched in figure 1. Being the adopted numerical method based on a structured grid
definition, all the eight possible alternative combinations of free surface patches have been included
into the code.

2.2 Free Wave Spectra

An alternative way to determine information on the generated waves is offered by the wave pattern
analysis described in Eggers et al. (1967). In the case of a numerical method such the present one,
From Monohull to Trimaran: Computation
of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 4

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA
where only a limited portion of the plane z = 0 is included as free surface mesh, the transverse
cut analysis is particularly suitable for examining the numerical wave pattern. In such a way some
interesting additional results can be obtained from the numerical analysis, including free wave spectra
and wave resistance. The method is based on the Fourier analysis of one or more cuts (x, y) of the wave
pattern (x, y) with planes perpendicular to the ship longitudinal axis at some suitable longitudinal
position downstream the hull x. A single cut and its longitudinal slope (x,y)
or, alternatively, two
x
cuts must be used. This method, when applied to the numerical wave pattern, has been proven
satisfactory stable when varying the longitudinal position of the cut or when considering either the
two possible alternatives, provided the cuts are operated not too close to the ship stern or to the
downstream boundary.

2.3 Transom stern

The method can deal with dry transoms. This assumption is usually valid for transom stern hulls
above a certain speed. A specific free surface zone behind the transom must be added, which is
characterized by a special boundary condition to be imposed at its forward side. It is based on the
physical observations which show a sharp detachment of the flow behind the transom and is enforced
following the method proposed by Cheng (1985), by imposing that the flow leaves tangentially the
transom edge and that the pressure on the edge is atmospheric. This seems to be the most commonly
used assumption in this kind of potential flow methods and is capable of reproducing acceptable results
in many cases. So, the kinematic condition is enforced by imposing that the direction of the velocity
vectors on the transom edge in the free surface flow, is equal to the direction obtained in the double
body flow. The dynamic condition is imposed by using of the Bernoulli equation at the transom edge.
A singularity distribution of sources over the transom wake is arranged for solving the problem.

2.4 Free running attitude

The dynamic trim and sinkage may be determined by solving a non-linear system in three unknowns:
the wave resistance R W the dynamic sinkage S and trim angle . After balancing the longitudinal
forces to determine the wave resistance R W , the remaining equations for the force components in the
vertical direction and for the moments can be further developed as:
f1 = FVdyn + FT V g (0 ) = 0

f2 = M dyn + MT g (XB XB0 ) = 0

(6)

F T V , M T are force and moment due to the loss of hydrostatic pressure on the dry transom. 0 , XB0
and , XB are the displacement and longitudinal centre of buoyancy in the initial and final position
respectively. In (6) it has been assumed that GB0 . FVdyn and M dyn are the dynamic force and
moment found by pressure integration over the hull surface (they depend implicitly by and S ).
The problem is solved by an iterative procedure according to a Newton-Raphson scheme, that, starting
from an initial value of and S, for which, in general, the equilibrium of forces and moments is not
satisfied (f1 6=0, f2 6= 0), converges towards the solution (f1 =f2 = 0). At each iteration, a new panel
mesh with the particular trim and sinkage is automatically generated, the hydrostatic forces on the
hull are evaluated, then the boundary value problem is solved to find the dynamic pressure and the
dynamic forces. The forces and moments are calculated referring to the new undisturbed water level,
consistently with the linearisation of the boundary conditions.
An example of convergence of dynamic trim and sinkage, together with the equilibrium of forces and
moments is given in figure 2, for the round bilge monohull Athena, presented further on in this paper.
In general 6-8 iteration are sufficient to reach the dynamic equilibrium, that in terms of computational
time is an acceptable value. Then, this method can usefully be introduced into a preliminary design
phase of the hydrodynamic design of multihulls. As it will be discussed in the application cases,
some possible improvements of the method are envisaged including, for instance, the calculation of
From Monohull to Trimaran: Computation
of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 5

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA

Figure 2: Example of convergence of dynamic trim and sinkage and satisfied equilibrium of hydrostatic
and dynamic forces and moments. (Athena hull, Fn=0.6)
hydrodynamic and hydrostatic forces respect to the actual hull surface defined by the wave profile
along the hull and the effect of flat or wedged stern lift by adding a distribution of normal dipoles
over the hull panels and adding a Kutta condition already in the double model flow.

2.5 Boundary layer

Though CFD methods based upon Navier-Stokes equations are the most recent and promising tools
to deal with the flow fields around ship hulls, they still require heavy computations. In addition
they also involve high computation resources. For these reasons, and especially from the practical
point of view, it may be useful to consider, where possible, the information that can be derived
from less time consuming methodologies such as boundary layer methods. Some classes of marine
vehicles, in particular some high speed vessels, which are sufficiently slender and are fitted with a
transom stern, are amenable for the application of boundary layer methods that may be coupled with
boundary elements methodologies, so allowing for viscous effects corrections. The boundary layer
method is based upon the methodology described by Cebeci and Cousteix(1999). The continuity and
the momentum equations simplified with the thin boundary layer hypothesis are expressed with respect
to a non orthogonal reference system, which implies a set of two coordinate lines (non orthogonal)
on the ship surface and a normal axis at any of its points. The first set of lines on the hull surface
are obtained considering ship sections; the second set of coordinate lines are obtained by connecting
iso-parametric points on the cross sections. This is a simplification with respect to the usual procedure
used for the creation of the hull panel mesh, where different patches may be considered, that allows
the boundary layer computation to be carried out, at the moment, only on round bilge mono-hulls.
All the geometric terms that appear into the boundary layer must be computed in advance. The
potential flow field, may be finally corrected for the presence of the boundary layer in an iterative
way, via the transpiration velocity concept. This is obtained, in terms of displacement thickness, by
integrating the continuity equation in order to compensate mass flow defect into the boundary layer.
If u, v, ue , ve are the velocity components along the surface coordinate lines x = cost, y = cost into the
boundary layer and at its edge respectively, after the computation of the boundary layer thicknesses:
x =

(1

u
)dz
ue

y =

(1

v
)dz
ve

(7)

the transpiration velocity is obtained by (see Cebeci 1999):

From Monohull to Trimaran: Computation

of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 6

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA

1

wT =
( h2 ue sin ) +
( h1 ve sin )
h1 h2 sin x x
y y

(8)

in which h1 and h2 are the metric coefficients of the coordinate lines and is the angle between them.

3. APPLICATIONS AND DISCUSSIONS

The capability of the methodology to capture the features of the generated waves has been tested
for a sample of high speed vehicles ranging from round bilge monohulls to trimarans. They will be
presented in this paragraph at an increasing degree of complexity.

3.1 A fast round bilge monohull

The Athena R/V was chosen as representative of a fast round bilge monohull. The Athena hull has
been object, in the past, of various experimental measurements and a complete set of data about
standard measurements and wave resistance, wave cuts, experimental attitude are available from the
literature (D. Jenkins, 1984). The hull is a typical high speed round bilge hull, with transom stern
and a stern wedge (realized in the model tested by Jenkins). The body plan is presented in figure 3,
together with an example of the hull mesh realized for the numerical calculations. Main characteristics
of the model tested at DTNSRDC are presented in Table 1.
Table 1: Main characteristics of the Athena Model (Jenkins, 1984).
Length LP P (m)
Breadth Bmax (m)

5.690
0.836

Draft T (m)
Breadth B (m)

0.183
0.757

Wetted Surf. (m2 )

Disp Volume (m3 )

4.222
0.376

Figure 3: Body Plan of the Athena Hull (left) and example of hull panel mesh used for the boundary
layer calculations (right).
Purpose of this application was also to validate the iterative determination of the dynamic trim and
sinkage in the case of typical high speed hulls, where dynamic effects play an important role. The
wedge, moreover, can enhance these effects and constitutes a valid test case for the method.
Some additional non-linear influences, unfortunately, are introduced in this case by the bow wave
breaking which is notable already at Fn=0.48 and that in some sense modify the experimental
wave profile along the hull. Nevertheless it is believed that in terms of wave resistance the effect
of bow wave breaking may be negligible at Fn=0.4-0.8, allowing for a sensible comparison of numerical/experimental values.
Figure 4 shows the comparison between the computed wave resistance and the measured wave resistance for the model running in free attitude, and the comparison between the predicted and the
experimental running trim and sinkage.
From Monohull to Trimaran: Computation
of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 7

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA

Figure 4: Comparison between numerical and experimental results for the Athena model running in
free attitude: wave resistance (left), running trim and sinkages (right).
In the range where the transom may be considered dry (the flow is detaching sharply at the transom
edge, without any recirculating flow) the predicted wave resistance resembles quite well the experimental values. The same can be said for the predicted trim angle, while the absolute rise at of the
bow results overestimated at high speeds.
This hull was also tested for the boundary layer calculations utilizing the method of Cebeci introduced
in the previous chapter. The application of the method showed no difficulties, except the definition
of congruent meshes for the potential flow and the boundary layer calculations. The potential flow
code has been coupled with the boundary layer code via an automatic procedure that generates a
single structured mesh from the multiple patches mesh used for the potential flow calculation. The
free surface potential flow field velocities along the hull are interpolated over the b.l. structured mesh
and passed to the b.l. solver. The results of the b.l. calculations are interfaced with the potential flow
method via the use of transpiration velocities, that are interpolated in turn over the panel centroids
used in the p.f. calculations. The body mesh generated for the b.l. calculations can be, of course,
scaled to obtain, together with the specification of a different speed, any desired Reynolds number.
Some results of the boundary layer calculation, as for instance the prediction of the local frictional
coefficient in the longitudinal direction Cf x or the thickness of the boundary layer over the hull, are
presented in figure 5. The first section used in the calculation of boundary layer is 5.0%LP P aft of
the FP. In this section the flow is imposed to be initially turbulent and in fact the friction coefficient
increases very rapidly in the first sections, then it remains almost stable around the mean value,
showing a rapid decrease only in the last stern sections where the bottom rises up to the transom and
where also the b.l. thickness increases very rapidly.
In figure 6, the total frictional resistance of the hulls predicted by the b.l. method is plotted for
the complete speed range Fn=0.38-0.8 considered for the calculations, for the three different geosim
scales. The three geosim dimensions have been chosen to reproduce a possible full scale ship with
LP P = 56.9 m, the exact scale of the model tested at DTNSRDC LP P = 5.69 m, and the smallest
model size LP P = 2.00 m, typical of smaller towing tanks, such as, for instance, those of Genova or
Trieste Universities.
The effect of the boundary layer thickness has been included back into panel method by mean of
the transpiration velocities, calculated in the mesh used for the b.l. method and interpolated in the

From Monohull to Trimaran: Computation

of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 8

CFD 01

(Delta*/L)*1000

The International CFD Conference

11-13 June 2001 - University of Texas at Austin, USA
3

x 10

1.6

Cf

4.5

girth=0.8
girth=0.4
girth=0.0

1.4

4
3.5

1.2

2.5

0.8
2

0.6

girth=0.8
girth=0.4
girth=0.0

1.5

0.4

0.2

0.5
0
0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

X/L

0
0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

X/L

Figure 5: Longitudinal local frictional coefficient Cfx (left) and boundary layer height (momentum
thickness) in m (right) over the Athena hull, Fn=0.41, Rn=3.1106 (smaller model scale)

Figure 6: Predicted frictional resistance coefficients for the Athena hull in three different scale for the complete considered Fn range
(0.38-0.8).

Figure 7: Viscous effect on predicted wave

profiles along the hull, in the three different
scales (Fn=0.48).

centers of the panels. However, the influence of the transpiration velocities, in this tested case, has
resulted almost negligible as shown in figure 7, which present the modification of the wave profile
along the hull as predicted by the panel method with transpiration velocities, in the three tested
scales, respect to the first pure potential flow calculation. Also in terms of total wave resistance the
effect is negligible. The method, then, at least for simple round bilge hulls with moderate stern rises,
seems not to predict a high interference between the inviscid flow and the boundary layer. A complete
free surface calculation with a RANSE method could permit to confirm or not this result.

3.2 A fast hard chine monohull

This is a ship employed in the Gulf of Naples and has been tested in two scales, at the University of
Naples, with a model having a length of 3.9 m, and at the University of Trieste, with a length of 1.545 m
(fig. 8). The breadth and the draft for the larger model are 0.633 m and 0.316 m respectively. The
presence of a discontinuity on the curvature may generate a set of phenomena that create difficulties in
the comparative application of experimental and numerical techniques to evaluate the hydrodynamic
performance. In fact, complex flows and sprays may be possible at the hard chine position, in addition

From Monohull to Trimaran: Computation

of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 9

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA

Figure 8: Hard Chine Monohull - Body Plan (left) and an example of hull mesh (right).
10

10

8
num.
exp.

Fn=0.8

num.
exp.

dCw/d

dCw/d

Fn=0.6

0
0

10

20

30

40

50

60

70

80

10

20

30

50

60

70

80

1.1

10

8
CR ITTC 57
Cw num. (transv. cut)
Exp. long. cut L=3.9 m
Exp. long. cut L=1.545 m

7
8

num.
exp.

103Cw 103CR

Fn=0.9

dCw/d

40

5
4
3
2

1
0
0

10

20

30

40

50

60

70

80

0
0.4

0.5

0.6

0.7

0.8

0.9

Fn

Figure 9: Free wave spectra and resistance coefficients for a hard chine high-speed monohull
a preplaning may occur at higher Froude numbers so, also the generated waves may be influenced. In
any case we can see, from the computed free wave spectra reported in fig. 9 that the trend is similar.
The unsatisfactory behaviour at Fn=0.6 is probably due to a transom stern not yet dry, whereas wave
breaking or spray phenomena may be responsible for the higher values of the numerical free wave
spectra at the higher Froude numbers.

3.3 A round bilge catamaran hull

The hull form of this catamaran (fig. 10) was derived from series 64; the main dimensions of its demihull in model scale are: L=3.03 m, B=0.245 m, T=0.117 m. Detailed results were presented by Bruzzone et al. (1997). Three lateral separations s between the demihulls were considered: s/L = 0.225,
s/L = 0.3 and s/L = 0.375. The first aim of the research was to have information about standard
From Monohull to Trimaran: Computation
of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 10

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA

Figure 10: Round Bilge Catamaran - Body Plan (left) and an example of hull mesh (right).
and traditional extrapolation procedures for predicting full scale resistance and also to validate the
numerical method. So, in addition to standard data regarding wave resistance, and wave profiles for
wave pattern analysis, complete wave patterns were recorded in some cases. The design of multihulls
poses the additional problem of optimizing the relative hull position, that, in the case of a catamaran,
is represented by the separation between the demihulls. In fact, this parameter influences both the
viscous and the wave resistance. With respect to this latter aspect, it is the complex interference
among the generate waves, depending upon separation, that determines the free surface features. To
evaluate the information that the numerical method can provide about this effect some examples from
the comparison about the relevant parameters are presented here.
3.5

3
Cw Num. press. int.
Cw Num. transv. cut
Cw Exp. long. cut
Cr Exp. ITTC57

1.5

CR*10

2
1.5

1
0.5

0.5
0
0.4

0.5

0.6

2
1.5
1
0.5

s/L=0.375

s/L=0.3

s/L=0.225
0.7

0.8
FnL

0.9

1.1

1.2

0
0.4

Cw Num. press. int.

Cw Num. transv. cut
Cw Exp. long. cut
Cr Exp. ITTC57

2.5

CW*10

2.5

Cw Num. press. int.

Cw Num. transv. cut
Cw Exp. long. cut
Cr Exp. ITTC57

2.5
CW*103 CR*103

CW*103 CR*103

0.5

0.6

0.7

0.8
FnL

0.9

1.1

1.2

0
0.4

0.5

0.6

0.7

0.8
FnL

0.9

1.1

1.2

Figure 11: Comparison of numerical (computed with transverse cut method and pressure integration method) versus experimental wave resistance for three different demihull separation,
s/L=0.225, 0.3, 0.375.
First of all, Cw curves are shown in fig.11 where an acceptable agreement between the experimental
curves deriving from wave pattern analysis and the theoretical curves is evidenced. A large difference
can be noted when comparing with the experimental CR curves which suggests a large form factor.
The correspondence among the wave resistance coefficients seems also to suggest a low wave breaking,
that the numerical wave analysis cannot evaluate. Examples of computed and measured wave patterns
are represented in fig. 12 in which an acceptable agreement among the contour lines may be observed.
From computed and measured free wave spectra, the effect of separation on wave interference can be
noted. (fig. 13). The separation seems to affect the part of the spectrum relative to the divergent
wave components, especially at the higher Froude numbers.

From Monohull to Trimaran: Computation

of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 11

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA
10
8

1
6

0.8

0.8

0.6

0.6

0.4

0.4

0.2

2
0

0.2
Y/L

Y/L

0
0
0.2

0.2

0.4

0.6

0.4
6
0.6

0.8

0.8

1
0.5

0.5

1.5

10

10
2

0.5

0.5

X/L

12

1.5

X/L

Figure 12: Comparison between numerical(up) and experimental(down) wave patterns for Fn=0.5
and deminhull separations: s/L=0.30 , 0.375.
4

4
Fn=0.5, s/L=0.375

num.
exp.

3.5

2.5

2.5

dCw/d

dCw/d

3.5

2
1.5

1.5
1

0.5

0.5
0
0

10

20

30

40

50

60

70

80

10

20

30

40

50

60

70

80

60

70

80

3.5

Fn=0.5, s/L=0.225

num.
exp.

3.5

2.5

2.5

dCw/d

dCw/d

num.
exp.

Fn=0.8, s/L=0.375

2
1.5

num.
exp.

2
1.5

0.5

0.5

Fn=0.8, s/L=0.225

0
0

10

20

30

40

50

60

70

80

10

20

30

40

50

Figure 13: free wave spectra for a round bilge catamaran

3.4 A hard-chine catamaran

This is a symmetric catamaran operating in the Gulf of Naples which has been tested in three different
model scales 7,13 and 26 at the towing tanks of INSEAN in Rome, of the University of Naples and of
the University of Trieste respectively. A sketch of the body plan is represented in fig 14 and the main
dimensions of the ship in full scale are given in table 2; detailed results were presented in Bruzzone
et al.(1999).
A comparison was carried out with the experimental data about wave profiles, free wave spectra and
wave resistance. Examples of computed and measured profiles along a longitudinal cut at two different
From Monohull to Trimaran: Computation
of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 12

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA

Figure 14: Hard Chine Catamaran - Body Plan (left) and an example of hull mesh (right).
0.04
/L

0.02

y/L=0.27 Fn=0.8

4.5

num.
exp.

3.5

-0.04
-1

-0.5

0.5
x/L

1.5

2.5

0.1

/L

0.05

y/L=0. Fn-0.8

num.
exp.

CW*103 CR*103

-0.02
-1.5

3
2.5
2
1.5
1

-0.05
-0.1
-1.5

Cw Num. transv cut

Cw Num. press. int.
Cw Exp. long. cut
Cr Exp. ITTC 57

0.5
-1

-0.5

0.5
x/L

1.5

2.5

Figure 15: Wave longitudinal cuts for a

hard-chine catamaran

0
0.4

0.5

0.6

0.7

0.8
FnL

0.9

1.1

1.2

Figure 16: Resistance coefficients for a

hard-chine catamaran

Table 2: Model scale main dimensions of a hard-chine catamaran

Length (m)
Displacement (t)

35.867
137.0

Breadth of demihull (m)

Wetted Surface (m2 )

3.300
272.2

Draft (m)
demihull separation/L

1.580
0.224

transverse positions are shown in fig 15.

An acceptable agreement can be noted, notwithstanding the numerical method underestimates the
forward humps and hollows and evidences higher frequency oscillations. These observations are confirmed examining the free wave spectra represented in fig.17 in which peaks appear in the numerical
spectra beyond propagation angles of about 80 degrees where the experimental spectra seem to evidence a negligible energy content.
In addition the first hump in the numerical spectra seems shifted to the left. The curves for the
wave resistance coefficients (fig. 16) show a reasonable trends, although appreciable differences can
be noted with the results from wave pattern analysis. The numerical values are positioned over them
and under the residuary resistance results. It turned out (Bruzzone et al. 1999)that a form factor of
k = 0.14 applied to the ITTC57 line gives Cw derived from the resistance experiments values in the
different scales that fit the numerical results in the higher Froude number range. The wave pattern
experimental analysis is probably affected by wave breaking between the hulls and by tank bottom
effects that, at higher speeds, may be not negligible.

From Monohull to Trimaran: Computation

of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 13

CFD 01

10

10

Fn=0.8

num.
exp.

dCw/d

dCw/d

The International CFD Conference

11-13 June 2001 - University of Texas at Austin, USA

4
2

Fn=1.1,

num.
exp.

4
2

0
0

10

20

30

40

50

60

70

80

90

10

20

30

40

50

60

70

80

90

Figure 17: free wave spectra for a hard-chine catamaran

3.5 A Wigley Trimaran

Trimarans represent a solution for high speed vehicles that attracts much interest in the present days.
To evaluate the hydrodynamic performance of such marine vehicles an experimental an numerical
investigation was carried out starting on a trimaran composed of a Wigley main hull and two Wigley
outriggers. In spite of its simple forms which is defined mathematically, it can be considered representative of realistic ships and, above all, it can be useful as a test case to evaluate the possibility of
a numerical method to detect the influence of the longitudinal and of the transverse position of the
outriggers with respect to those of the main hull. The experiments were carried out at University of
Trieste on a model with the dimensions reported in table 3.
Table 3: Model scale main dimensions of a Wigley trimaran
Main hull Outriggers
Main hull
Length L(m)
2.438
1.219 Draft T(m)
0.152
Breadth B(m)
0.244
0.122 Displacement (N)
395.

Outriggers
0.076
49.4

Details of this investigation were presented by Bruzzone et al. (2000). Three longitudinal positions
of the outriggers have been considered: C1 in which the midship section of the outriggers is located
in the same longitudinal position of the midship section of the main hull, C2 at 0.125L astern and
C3 at 0.25L astern. In addition, four transverse separations have been chosen for each longitudinal
position: s/L = 0.1, s/L = 0.15, s/L = 0.2, s/L = 0.3. In fig. 18 the trend of Cw , determined from
experiments by using the ITTC 78 methodology, is shown for s/L = 0.2. It can be noted that, though
differences appear in corresponding Cw values, they seem to be collocated in a similar order.
But, more than CW values, wave patterns and , especially, free wave spectra give the possibility to get
insight into the interference of the complex wave system of a trimaran. An example of such kind of
analysis can be obtained by observing the wave patterns represented in fig. 19, where the longitudinal
position of the outriggers is varied for a constant separation of s/L = 0.15.
It appears that the wave system of condition C1 is prevailing over that of condition C2 especially in
the range of diverging components, whereas condition C3 exhibits smaller waves in both systems. This
qualitative observation, obtained by looking at the wave patterns, is confirmed by the corresponding
From Monohull to Trimaran: Computation
of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 14

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA

5
C1
C2
C3

C1
C2
C3

Cw

Cw

3
2

1
Numerical (transv. cut)
s/L=0.2

0
0.25

0.3

0.35

0.4

Experimental (ITTC 78)

s/L=0.2
0
0.25

0.45

0.3

0.35

Fn

0.4

0.45

Fn

Figure 18: CW values for a Wigley trimaran

-.5

.0

.5

1.0

1.5

2.0

-.5

.0

.5

1.0

1.5

2.0

1.0

1.0

1.0

1.0

.5

.5

.5

.5

.0

.0

.0

-.5

.0

.5

1.0

1.5

.0
-.5

2.0

.0

.5

1.0

1.5

2.0

9
-.5

.0

.5

1.0

1.5

2.0

C1
C2
C3

7
1.0

.5

.5

.0

.0

6
dCw/d

1.0

5
4
3

-.5

.0

.5

1.0

1.5

2.0

2
1
0
0

10

20

30

40

50

60

70

80

Figure 19: Wave patterns and free wave spectra for a Wigley Trimaran: Fn=049, s/L = 015. Upper
left: cond. C1 ; Upper right: Cond. C2 ; Lower: Cond C3 . Wave contours /L: from -.05 to 0.05 step
.0025

free wave spectra.

3.6 A Trimaran with transom stern

The last case here considered regards a more realistic trimaran. Both the main hull and the outriggers
are derived from Series 64. Its main dimensions in model scale are L=4.694 m, B=0.332 m, T =0.166 m
for the main hull and LO =2.347 m, BO =0.109 m, TO =0.0463 m for the outriggers; a representation
of its body plan is shown in fig. 20. This case has presented more difficulties associated with the
From Monohull to Trimaran: Computation
of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 15

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA
more complex topology of the free surface grid, especially for what the second order derivatives in
the transverse direction are concerned. Since both the experimental and the numerical investigations
are under way, only preliminary results will be presented here, for a configuration in which the midship section of the outriggers is ahead of 0.0625L from the mid-ship section of the main hull and the
centerplane of the outrigger is at 0.12L from the centerplane of the main hull.

Figure 20: Transom Stern Trimaran - Body Plan (left) and an example of hull mesh (right).

2.5
2

dCw/d

CW*103 CR*103

1.5

0.5

0
0.5

Cr Exp. ITTC57
Cw Exp. long. cut
Cw Num. transv. cut
Cw Num. press. int.

exper.
Num.

1.5
1
0.5
0

0.6

0.7

0.8

0.9

FnL

Figure 21: Resistance coefficients for a

trimaran with transom stern; s/L=0.11,
outriggers 0.0625L ahead of amidship

10

20

30

40

50

60

70

80

90

Figure 22: Free wave spectra for a trimaran with transom stern; s/L=0.12
Fn=0.812, outriggers 0.0625L ahead of
amidship

In fig. 21 a good correspondence between the numerical and the experimental Cw values can be noted
even though differences are evidenced at the lower Froude numbers, where there are also differences
between the numerical resistance obtained by pressure integration and the one obtained by numerical
wave pattern analysis. An example of numerical and experimental free wave spectra is presented in
fig. 22. Also in this case we can observe a substantial agreement between the spectra, which may
be considered as a further confirmation of the possibility for the numerical method to be used in
optimizing the trimaran configuration.

4. CONCLUSIONS
Applications of a boundary element methodology to the cases of various high-speed marine vehicles
have been presented. The paper has been particularly focused on the examination of the characteristics
of the numerical ship waves, described in terms of wave patterns and free wave spectra. It has been
From Monohull to Trimaran: Computation
of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti

page n. 16

CFD 01
The International CFD Conference
11-13 June 2001 - University of Texas at Austin, USA
turned out that the analysis of the numeric wave pattern can give very useful information, that may be
of help also when evaluating the interference of the wave systems of multihulls. The methodology has
generally provided results comparable with those deriving from experimental wave pattern analysis,
also in terms of wave resistance coefficients. In the case of slender round bilge hulls the numerical
results are closer to the corresponding experimental values than in the case of hard chine hulls. The
boundary layer calculations have been proven applicable to the case of a round bilge monohull with
transom stern and no significant influence has been noted on the potential flow and on the generated
waves when the transpiration velocity concept has been used to iterate the solutions.

ACKNOWLEDGEMENTS
This work has been supported by the Italian Ministry of Research and by the Universities of Genoa,
Naples and Trieste (Cofinaziamento 1999).

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Brizzolara S., Bruzzone D. (1997) Wave Resistance Evaluation for High Speed Marine Vehicles
NAV&HSMV Int. Conf., Sorrento, Vol. Hsmv pp. 1.3-1.12.
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Patterns for High-Speed Crafts; Validation of Numerical Results by Model Test Proc. XXII Symposium on Naval Hydrodynamics, Washington D.C.,, pp.55-69
Bruzzone D., Caprino G., Succio D. (1988) An application of the free surface calculations in ship
design Scientific and methodological seminar on ship Hydrodynamics (SMSSH88), Varna.
Bruzzone D., Sebastiani L. (1994) Application of a Panel Method to the Hydrodynamic Analysis of
Advanced Vehicles Proc. CADMO 94, Computational Mechanics Publications, Southampton .
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Cheng, B.H. (1989) Calculation of 3D transom Stern Flows, Proceeding of Fifth Int. Conf. on
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Eggers K.W.H.; Sharma S.D.; Ward W. 1967 An Assessment of Some Experimental Methods for
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Jenkins D.S. 1984 Resistance Characteristics of the High Speed Transom Stern Ship R/V Athena
in the Bare Hull Condition, Represented by DTNSRDC Model 5365 DTNSRDC-84/024 Report,
Bethesda, Maryland.

From Monohull to Trimaran: Computation

of Some Hydrodynamic Characteristics
for High Speed Marine Vehicles

by: S.Brizzolara, D.Bruzzone,

P.Cassella, I. Zotti