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SUMMARY
A high-speed catamaran car ferry has sometimes serious problems on maneuvering for low speed sailing in strong
wind in harbor because of large wind forces acting on its large structure above the water line. In order to clarify the
maneuvering performance of such a ferry in strong wind, wind force measurements and drift speed measurements are
carried out using a scale model of a wavepiercing catamaran in a towing tank with a wind generator, and performances
for steady sailing in a straight direction and station keeping at zero speed in wind are calculated using the experimental
data.
1. INTRODUCTION
2. 1 EXPERIMENTAL OVERVIEW
The model used in the experiments is a 1/80-scale Fig.2 Side and front profiles of Incat 112m WPC.
model of Incat 112m wavepiercing catamaran (hereafter
Incat 112m WPC) which will be introduced in a Japanese
domestic route in the summer of 2007. The model is Table 1 Principal particulars.
shown in Fig.1 and Fig.2. The principal particulars of the Gross Tonnage 8,000 ton
ship are shown in Table 1. The schematic view of the LOA 112.60 m
experiment is shown in Fig.3. Length of demi-hull 105.60 m
In the experiment, wind velocity is changed as Width of demi-hull 5.80 m
3.8m/s, 5.7m/s, and 7.6m/s, and attack angles of the wind Breadth 30.50 m
are changed by every 15 from 0 to 180. Draft 3.70 m
Longitudinal and transverse forces and yaw moment Maximum speed 40 knot
about its mid-ship position acting on the model is Main engine 9.000 kW / 1,000rpm (4)
measured by a three-component load cell. Waterjet thrust (4) 303 kN (4)
Session A 83
1
2. 2 DEFINITION OF COEFFICIENTS
The measured longitudinal and transverse forces CX (exp.)
CX
0.5
and a yaw moment are non-dimensionalized as follows, CX (clal.-f)
CX
FX FY 0
CX = CY = 0 30 60 90 120 150 180
1 1
a S FU W 2 a S LU W 2
2 2 -0.5
M Z
CN =
1 -1
a S L LU W 2
2
-1.5
where FX , FY , and MZ denote longitudinal and Wind direction (deg.)
transverse components of wind force, and yaw moment 1
respectively, a density of air ,SF and SL front and CY (exp.)
CY
CY (cal.-f)
CY
lateral projected areas, L length overall of the ship, UW 0.8
wind velocity in m/s, respectively.
0.6
Wind
0.4
generator
0.2
WIND
UW (m/s)
0
0 30 60 90 120 150 180
Wind direction (deg.)
0.15
CN (exp.)
Fig.3 Schematic view of wind force measurement in 0.1 CN
CN
CN (cal.-f)
towing tank (birds eye view). 0.05
mono-hulls. -0.2
The result of the longitudinal force coefficient (CX) Wind direction (deg.)
is asymmetrical, and smaller in head wind than in
following wind. The predicted result by Fujiwaras
method can estimate it in fairly good accuracy in head to Fig.4 Measured wind force coefficients of Incat 112m
beam wind, but underestimates it in quarter and WPC for various wind direction with predicted result by
following wind. This difference may be caused by the Fujiwaras method.
catamaran shape with a tunnel. The transverse wind force 1010
coefficient CY is shown in the middle figure in Fig.4. The (ton) Wind velocity
10m/s
result is also asymmetrical, and has a peak near at 40 0
Session A 84
2.4 MEASUREMENTS OF DRIFT SPEED IN WIND Reynolds number and Froude number, the constant value
The model floating in calm water in the towing tank can not be used there. Therefore, in the following
is experienced by steady wind generated by a wind calculations, the CD values at drift angle above 30are
generator as shown in Fig.6. The model is free only in used as a function of only drift angle.
the direction of wind. The wind speeds are changed as CD
3.8m/s, 5.7m/s and 7.6m/s, and the wind direction are 2.5
changed from 0to 180.
2
1.5
Wind
Wind
generator
Us
U 1
WIND
0.5
0
0 30 60 90 120 150 180
Wind force Direction of drift (deg.)
Drift resistance
0.3 v
r
0.2 N
G
Session A 85
K(=Uw/Us)
where XH, XW and XT denote hydrodynamic force acting
on submerged hulls, wind force and thrust force in x 7
respectively. 4
K (=Uw/Us)
1 2 3
X H = W 3 (U S cos ) 2 CT 2
2 2
1
X W = a SWLUW C X
2
1
2
X T = FT cos 0
0 30 60 90 120 150 180
()
(Head wind)
(deg.)
Wind direction (deg.) ()
(Following wind)
YH =
1
2
{( )
W S HLU S 2 Y ' 2 + CD sin 2 } Fig.10 Ratio of wind speed to ship speed, K, when Incat
1 112m WPC sails in straight direction in constant speed in
YW = a SWLUW CY
2
(deg.)
1
N H = W S HL LWLU S N sin 2
2 ' 25
2
1 20
NW = a SWL LWLUW C N
2
2
N R = ( LR ) YR 15 =-30
sailing speed if wind speed and direction are given using Wind direction
Wind direction (deg.)
(deg.)
the critical boundary line.
As an example, the lee-angle, or drift angle of the Fig. 12 Result of thrust FT when Incat 112m WPC sails at
ship running at 1m/s or two knots, at helm angle of the 1m/s in a straight direction in wind with maximum helm
waterjet of -30 degrees is shown in Fig. 11. It should be angle,=-30of waterjet
noted that the wind speed changes with each wind
direction which corresponds to the K value for =-30
in Fig.10.
Session A 86
Head wind 112m WPC
K(=Uw/Us) Thrust 100%
K (=Uw/Us)
12 Incat1112
112m WPC
0 Thrust 80%
Tanker (full load) 90
(deg.)
PCC (ballast) (m/s) Thrust 50%
10 330 30
8 60
300 60
6
30
270 0 90
2
0
0 30 60 90 120 150 180
(deg.) 240 120
Wind direction (deg.)
In Fig.12, the result of the thrust force in the same Follow wind
condition is shown. In the calculation, the thrust by the
waterjets is assumed to be in forward mode only. At very Fig.14 Station keeping plot of Incat 112m WPC in
low speed, more flexible maneuvering performance can wind.
be obtained by using reverse thrust mode.
Session A 87
Hydrodynamics.
2) Fujiwara, T.(2006). Influence of Wave and Wind on
Navigation of PCC, Proc. of PCCPCTC Symposium,
Japan Society of Naval Architects and Ocean
Engineers (Kansai branch)
3) Tanaka, A. et al. (1980). The Ship Maneuverability
in Strong Wind, J. Kansai Society of Naval
Architects of Japan, vol.176
4) Sezaki, Y.(1980). Effect of the Wind Force to the
Speed of a Car Carrier, J. Kansai Society of Naval
Architects of Japan, vol.179
5) Inoue, S. et al. (1972). The Effect of Wind on The
Ship Maneuverability (), J. of West Japan Society
of Naval Architects, vol.45
6) Okada, M.(1998). A Study on Assessment of
Performances of a Fast Ferry., Thesis of
undergraduate research project of Osaka Prefecture
Univ.
Session A 88