FAST 2001: 4% — 6" September 2001, Southampton, UK THE RESISTANCE AND TRIM OF SEMI-DISPLACEMENT, DOUBLE-CHINE, TRANSOM-STERN HULL SERIES D. Radojcic, University of Belgrade ~ Yugoslavia G. T. Rodic, University of Belgrade — Yugoslavia T. Kuvelic, University of Belgrade ~ Yugoslavia . Grigoropoulos, National Technical University of Athens ~ Greece D.P. Damala, National Technical University of Athens — Greece SUMMARY ‘A new systematic series with a focus on the resistance and seakeeping characteristics, as well as the hull simplicity, was developed in the NTUA. The Series is primarily intended to be used for large high-speed vessels operating at speeds corresponding to Fx=0.5 to 0.9. Series main parameters and their ranges are the following: L/B=4.3-7.5, (M)-6.2"10.0, B/T=3.2-6.2, Cy=0.34-0.54, and LCB=-(12.4-14.6)%L. Regression analysis is used to establish u predictive technique ‘and a mathematical representation of resistance and trim is provided. Cy, and t are chosen to be dependent variables, while LB, (M), B/T and Fy are the independent ones. The mathematical models are suitable for implementation in software and can replace the “manual” power prediction calculations for the NTUA series. AUTHORS' BIOGRAPHIES Dr. Dejan Radojcic is currently Associate Professor and Head of the Naval Architecture Department at the Faculty of Mechanical Engineering, University of Belgrade. He received his Dipl. Ing, M.Sc. and Ph.D degrees from the same University in 1975, 1982 and 1987, respectively — all concerning the hydrodynamics of high-speed craft. He is a member of RINA and SNAME ‘and was president of the Society of Naval Architects and ‘Technicians “Belgrade”. Dr. Gregory Grigoropoulos is currently Associate Professor of the Department of Naval Architecture and Marine Engineering of the National Technical University of Athens (NTUA) and Manager of the Towing Tank. He received his Diplomas in Naval Arch. and Marine Eng., and in Mechanical Eng. and his Ph.D. degree from the same University in 1981, 1986 and 1989, respectively. His major scientific areas of interest are hydrodynamics of high-speed craft and seakeeping performance of ships. Hie is member of SNAME, RINA and STG. Miss Tamara Rodic graduated with distinction from the Faculty of Mechanical Engineering, University of Belgrade in 1995, at which time she received her DipLing. degree in the naval architecture. She is currently a post-graduate student and Teaching Assistant (Ship Structures) at the Department of Naval Architecture. Miss Tamara Kuvelic graduated with distinction from the Faculty of Mechanical Engineering, University of Belgrade in 2000, at which time she received her Dipl. Ing, degree in the naval architecture. She is curently a postgraduate student at the Department of Naval Architecture. © 2001: The Royal Institution of Naval Architects Miss D. P. Damala graduated from the Department of Naval Arch. and Marine Eng. of NTUA in 1998 and finished her Postgraduate studies in the same department in 2000. She is currently a research associate of the Laboratory for Ship and Marine Hydrodynamics (LSMH) of NTUA. NOMENCLATURE B-By, m _ Breadth (beam) of hull on DWL_ Bos m Breadth (beam) of hull overall Ce - Block coefficient Con = Volume-length ratio (W(0.1L)') Ce = Residuary resistance coefficient DWL- Designed waterline at rest FyeFu.-—_—-Froude number (w/vgl) ra m/s* Acceleration of gravity (9.81) LeLm m_ —_Length on DWL Lox Length overall LCB Longitudinal centre of buoyancy (™) - Length-volume ratio (L/V'*) Py KW Power delivered to the propeller Re KN Residuary resistance s m? —_—_- Wetted surface at rest co} - Wetted surface coefficient (S/V™) T m Draught at DWL v ms — Speed x m —_ Longitudinal position where B-Baax A t Displacement mass v om Displacement volume e tim? — Mass density of water + deg Dynamic (running) trim angle 1871. INTRODUCTION The recent interest in fast vessels has been awakened by the need to transport passengers, cars and other goods at high speeds. Large high-speed monohulls and catamarans are becoming common nowadays. Most of them were built during the last decade in Europe (Italy, Spain, France) and Australia, It is expected, however, that other countries will soon move into the field of the development of fast vessels, probably by adapting them to their own needs, routes, water depths, technological possibilities etc. Consequently, the Laboratory for Ship and Marine Hydrodynamics of the National Technical University of ‘Athens (NTUA) has developed a new systematic series, with a focus on the resistance and seakeeping characteristics, as well as the hull simplicity. Prior to selecting the parent hull, which stems from the double chine planing hull (suggested in the Reference [1]), five models with similar principal characteristics but with different hull forms have been tested for resistance (Reference [2}). The seakeeping performance in both regular and random waves for three of these hull forms ‘were presented in the Reference [3]. The systematic NTUA series consists of six double chine, wide-transom models with bottom warp. The hull form adopted is primarily intended for large high speed ferries, but is also applicable for smaller patrol vessels, pleasure craft etc. with length starting from 20 m, and are intended for operation at high, but pre-planing, i.e. semi- displacement, regime. The influence of the spray rails and wedges on two models of the NTUA series is given in the Reference [4]. Bare hull, calm-water resistance characteristics of the systematic NTUA series are given in the Reference [5]. The effect of initial trim, either by bow or by stern, on the resistance and the dynamic trim of the models of NTUA Series has been recently presented (6). The closest “relatives” to the NTUA series, from the application point of view, are the well-known round~ bilge semi-displacement NPL and SKLAD series, which are also intended for operation in the semi- displacement regime. Their mathematical models for calm water resistance and trim characteristics are given in the References [7] and [8], respectively. Resistance prediction methods for the vessels sailing in the semi- displacement regime are also given in the References [9] and [10]. Both methods, however, are based on the tests of the various series, and therefore do not represent any one particular series. Method for ‘evaluation of the resistance and dynamic trim for the planing hull forms sailing in the pre-planing (semi- displacement) and planing regimes are given in the Reference [11]. A short overview of the regression analysis techniques applied to resistance evaluation is given in Reference (8] 188 FAST 2001: 4% — 6% September 2001, Southampton, UK It is suggested that the feasibility studies are performed with power as an objective function (minimum Pp), rather than performing separate minimization of resistance and maximization of propulsor efficiency, as is usually done, For this, however, evaluation of the dynamic trim is also necessary since it is important, amongst other factors, for correct computation of oblique flow propulsor (propeller) performance. This approach (minimum Pp) and its advantages are given in the Reference [11]. Miscellaneous resistance evaluation methods may be treated as subroutines — modules representing different hull forms ~ of a larger power prediction routine. 2, THE NTUA SYSTEMATIC SERIES Since both, low resistance and good seakeeping characteristics are considered to be important for the NTUA series generation, and the Series refers to vessels at the pre-planing regime, the length—beam ratio (Lo,/Boa) was chosen to be the dominant parameter. Furthermore, since the Series is primarily intended for larger vessels, the lower value of this parameter was taken as 4.0, the higher value as 7.0, and the parent model used 5.5. In this paper, however, only the resistance characteristics are examined, so that Lwi/Bai=L/B is adopted as a dominant parameter, Therefore, the corresponding lower, higher and parent hull values of L/B are 4.3, 7.5 and 5.9, respectively. ‘The other important parameters and their ranges are as following: (M) = L/V'? = 6.2 - 10.0, B/T =3.2 - 6.2, Cp = 0.34 — 0.54, and LCB = - (12.4 ~ 14.6)%L (Crim has not been considered). All values are given in Table 1. In this paper, (M) and B/T, as well as L/B, are regarded as main parameters, while Cp, LCB ete. are considered as secondary hull form parameters. From the resistance point of view, it is well known that, for fast vessels, the most influential parameter is (M). Here, higher (M) values correspond to the operating conditions of larger vessels, while the lower values correspond to those of smaller passenger vessels and pleasure craft. The main advantage of the NTUA series, compared to the other well-known semi-displacement series (NPL, SKLAD etc.), is the hull simplicity - double chine is incorporated instead of the round bilge. Figure 1 shows the parent hull of the NTUA systematic series. The hull has two successive chines running forward of the transom, up to 70% of the hull length. Bow sections are highly flared, while the transom is wide, with deadrise of 10° increasing to 22° at the midsection. Wide transom is necessary for waterjets, which are nowadays often used. © 2001: The Royal Institution of Naval ArchitectsFAST 2001: 4" — 6 September 2001, Southampton, UK "Note: Model No, 118/96 for (M)=10.0 was rejected from further considerations (the oaly case with (M)=10.0) Table 1: Details of models comprising the NTUA series “Figure 1: Lines plan of the parent hull of the NTUA systematic series © 2001: The Royal Institution of Naval Architects 189Five forms (six models, out of which two are geosim parents) with different values of L/B (4.3, 5.1, 5.9, 6.7 and 7.5) were derived from the parent hull by altering the station spacing, while keeping the midship section unchanged. The other main parameters ~ B/T and (M) — were systematically varied too, resulting in 20 different cases (even-keeled loading conditions), which are all shown in Table I. All cases in 3-D space lay on a surface with L/B ~ (M) - B/T axes, so that any two main parameters define the third one. The approximate relationship amongst the main parameters, shown in Figure 2, is as following: BIT = 2.379 + 1.83-(M) — 1.918-L/B —0.014-(M)? — —0.083-(M)-L/B + 0.134.(L/B). 2 ORIGINAL VALUES MATHEMATICAL MODEL ies FAST 2001: 4" — 6° September 2001, Southampton, UK 2 ORIGINAL VALUES MATHEMATICAL MODEL Fc en Bos 1 ‘ 5 oe Figure 2: Relationship between the main parameters Similarly, the relationship between the secondary hull form parameters Cz and LCB (actually LCB/L), and the main parameters L/B, (M) and B/T, is given by: Cy = 0.626 — 0.139-(M) + 0.136-L/B + 0.005-(M)— — 0.001-(M)-L/B — 0,006-(L/By’, LCB/L =~ 0.026-(B/T)’ + 0.0317-B/T + 0.0499, LCBIL =~ 0.5406-C5? + 0.3632-Cp + 0.0851. ‘These relationships are depicted in the Figure 3. 190 o “ 4 8 os Figure 3: Relationship between the secondary hull form parameters In order to draw the lines of NTUA Series, it is also important to know the position where B = (Bw )nax- This is defined as the distance, x, from the transom, ie. as x/L. However, x cannot be defined accurately, since the waterline, where the maximal beam is expected, is nearly parallel to the center-tine. Therefore, only approximate values of x/L, as functions of (M) and B/T respectively, are depicted in Figure 4, © 2001: The Royal Institution of Naval ArchitectsFAST 2001: 4° — 6% September 2001, Southampton, UK oa so 3s MOS ko Ss ar 2 soos. on soot oy Figure 4: Approximate longitudinal position where B = Bae RESISTANCE AND TRIM PREDICTION EQUATIONS ‘The Series is basically intended for vessels operating at length Froude numbers Fy = 0.5 - 0.9, but the models were towed at speeds corresponding to Fy = 0.2 to 1.1. Nevertheless, since the Series originates from the planing hull forms, it may be successfully used for much higher speeds. However this could not be tested since the highest towing speed of the NTUA’s carriage is 5.3 m/s. The test procedure was carried out with models free to heave and trim (procedure “A”, according to the nomenclature adopted in {11]). The lift produced by the propeller thrust assuming an inclination of the shaft by 6.5° has also been taken into account, although its effect is small, Turbulence stimulators were not used. However, strips have been fitted along the lower chine to assist the flow separation on it. The data used for the development of the mathematical models for resistance and dynamic trim evaluation, are the raw data from the model tests. Therefore, the regression analysis applied was used for fairing of the raw data and development of the mathematical model — ‘as was also done in the Reference [11], but not in the References (7] and [8]. The so called “speed dependent” approach was adopted from the outset. The independent variables, as well as the wetted surface, are related to the static waterline since their values are almost equal to the running waterline values. ©2001: The Royal Institution of Naval Architects pC ‘A polynomial form was chosen for all three mathematical models, The initial Cy and t speed—dependent polynomial equations, which were used for the least square curve fitting, had 99 terms (limitation of Statistica 5.0™ by StatSoft Inc.), ie. the independent variables are Fy, LB, (M) and B/T as well as their cross-products of their different powers from 0 to 7. The “best subsets” chosen were based on the usual statistical metrics (coefficient of determination, F-test, standard deviation etc.), but trial and error technique was also used — some variables judged to be less significant were rejected deliberately. ‘Although similar approach was previously utilized by the authors (see the References), some new “tricks” have been exercised here for the first time, since the number of test data (which is 330) was insufficient. This discussion, however, is beyond the scope of this paper. The accuracy of the model, a primary goal of this analysis, was checked after each incremental step in the process undertaken. It should be pointed out, however, that the multiple regression analysis offers several very good, although dissimilar, models. Few hundred models for Cx and t were obtained, before the best subsets were chosen. Modeling of (S) was a much easier task; good and relatively simple relationship with only six polynomial terms was obtained with (M) and B/T as the only independent variables. The final Cx, t and (S) polynomial terms and regression coefficients are given in Appendix 1, in the Tables 2a, 2b and 2c, respectively. ‘Actually, since two of the independent variables inherently define the third one, there was no need to use all three main parameters. However, all three were incorporated since a) this simplifies the mathematical models derived and, b) this prevents application of the ‘mathematical model for the cases, which are considerably dissimilar to the NTUA series. Note that, since naval architectural experience indicates that most, errors in predicting the resistance are made when the ‘method applied (mathematical model) does not match to the hull form used, this approach was applied, even though it is wrong from the statistical point of view. Of course, when using the mathematical models derived here, other (hidden) NTUA series characteristics — such as the secondary hull form parameters — should correspond. to the NTUA series. For instance, influential parameter LCB, amongst others, should correspond to the values depicted in the Table 1. Tests have shown, however, that small variations in the initial trim, of the order of up to 0.5°, do not significantly affect the resistance [6] The boundaries of applicability, as necessary parts of the ‘mathematical models for Cx and 1, are also given in Appendix 1, Figures 5a and 5b respectively. Since the extrapolation is not allowed, feasible parameters should fit inside the odd-shaped boxes. Boundaries of applicability of prediction equations are very important, particularly when optimization routines are applied, and when they are a part of some kind of an expert system. This is briefly discussed in the Reference [11]. 1914. ACCURACY OF THE MATHEMATICAL, MODELS. Important statistics — standard error s, coefficient of determination R* and F-test — are not so important for the end user, although they are good measures of model's validity. Errors divided into three groups are more informative, and are also shown in Appendix 2, Table 3. ‘The degree of agreement between the test data and the results obtained by the proposed regression equation, for Cp. t and (S), for all five models of the NTUA series, are illustrated in Appendix 2, Figures 6, 7 and 8 respectively. It may appear that the Cx discrepancies are relatively large (Figure 6 and Table 3), but it should be noted that they are a result of fairing of raw test data too. Similar kind of discrepancies were evident in whichever of the several hundred models was considered, so it is ‘concluded that, in this case, the regression analysis did an additional job of fairing of the tested data. ‘A. very important part of model validation is the identification of any instabilities which may occur between the points used for model derivation. Therefore, intermediate values, which were not employed in the ‘model development, have also to be examined — this is shown in Appendix 2, Figure 9 (incidentally, these diagrams were plotted as in the original paper presenting the NPL series). Strictly speaking, extrapolation outside of the borders of applicability (show in Figure 5) should not be performed, however if this is necessary, the format used - Cr = f{(M)} for each Fy — is somewhat more convenient, It should be noted, however, that borders of applicability were respected for all graphical presentations given in the Appendix 2 (Figures 6 to 9). 5. CONCLUSIONS Mathematical models for evaluation of the resistance and dynamic trim for double-chine, _ wide-transom systematic NTUA series are presented (Appendix 1), Within the suitable software mathematical models may be used for the numerical towing tank performance predictions, and can replace the “manual” performance ‘evaluation, presented in the Reference [5]. The Series is primarily intended for large, high-speed vessels, conceived to operate in the pre-planing regimes, corresponding to the Fy values between 0.5 - 0.9. NTUA series possess simple lines and depict good calm and rough water performance, as has been demonstrated in {2] and [3], respectively. 192 FAST 2001: 4" — 6 September 2001, Southampton, UK 6. REFERENCES 1. Savitsky. D., Roper, J. K. and Benen, L. - “Hydrodynamic Development of a High Speed Planing Hull for Rough Water", 9* Symp, Naval Hydrodynamics ONR, Paris, Aug. 1972. 2. Grigoropoulos, G. J. and Loukakis, T. A. — “Effect of Spray Rails on the Resistance of Planing Hulls”, FAST '95, Lubeck-Travemunde, Sept. 1995. 3. Grigoropoulos, G. J. and Loukakis, T.A. ~ “Seakeeping Performance Assessment of Planing Hulls, Intl. Conf. ODRA'95, Wessex Inst. of Technology, Szczecin, Poland, Sept. 1995. 4. Grigoropoulos, G. J. ~ “The Use of Spray Rails and Wedges in Fast Monohulls”, IV HSMV Int. Conf, Sorrento, March 1997. 5. Grigoropoulos, G. J. and Loukakis, T. A - “Resistance of Double-Chine Large High-Speed Craft”, ATMA ’99, Paris, June 1999. 6. Grigoropoulos, G. J. and Damala, D.P. - “The Effect of Trim on the Resistance of High-Speed Craft”, 2" Int. EURO Conf, on High-Performance Marine Vehicles HIPER ‘01, Hamburg, May 2001. 7. Radojcic, D., Rodic, T. and Kostic, N. ~ “Resistance and Trim Predictions for the NPL High Speed Round Bilge Displacement Hull Series”, Int. Conf. On Power, Performance and Operability of Small Craft, Southampton, Sept. 1997. 8. Radojeic, D., Princevac, M. and Rodic, T. ~ “Resistance and Trim Predictions for the SKLAD Semidisplacement Hull Series”, Oceanic Engineering Intemational, Vol. 3, No. 1, 1999. 9, Mercier, J. A. and Savitsky, D. ~ “Resistance of Transom-Stem Craft in the Pre-Planing Regime”, Davidson Laboratory Report, SIT-DL-73-1667, 1973. 10, Lobtibarju, E., Karppinen, T., Hellevaara, M. and Aitta, T. - “Resistance and Seakeeping Characteristics of Fast Transom Stern Hulls with Systematically Varied Form”, Trans. of SNAME, Vol. 99, 1991. 11, Radojeic, D. — “An Engineering Approach to Predicting the Hydrodynamic Performance of Planing Craft Using Computer Techniques”, Trans. of RINA, Vol, 133, 1991. © 2001: The Royal Institution of Naval ArchitectsFAST 2001: 4" - 6 September 2001, Southampton, UK > Appendix 1 - The Mathematical Models ¥ wo B concen] Figure Sa: Boundaries for Cp oe . 1.444311] ~ 3.570197 024617 “a a Up24.2938 (26.183 c= (M)20,070288-(L/B)? -0.477113-(L/B)+6.544157 -d- LBS7525 ne (S8532 =£- (M)S0.115364-(L/B)? — 0.195794. (L/B)+ 5.648 ne R,2023 b= (M)S12.7-,2 -34.75:K +29.05 Figure Sb: Boundaries for « Table 2b Table 2a a LB242935 (S)=Eeixs =b- (26.183 c= (M)2 0.070288: (LIB)? ~0.477113-(L/B)+ 6.544157 -d- LBs7.525 Taeoer| ne- (M8532 0.002326 == (M)S0.115364-(L/B)? ~0.195794-(L/B)+5.648 0.012349 va- y203 he By SLd ni- Q)S17312-878- -j- WBs14.742-8.02-F, k= Fy SLO (lor LB>6./22) Tables 2a, 2b and 2c: Polynomial terms and regression Figure 5: Boundaries of applicability of the mathematical coefficients of the mathematical models for Cp, t and (S) models for Cx and t © 2001: The Royal Institution of Naval Architects 193FAST 2001: 4" — 6" September 2001, Southampton, UK Appendix 2 - Accuracy of the Mathematical Models oomaL VALUES ORIGINAL VALUES THEN ATICAL MoD Seminar open Monet mone. | 1 T ine 934 os T ob & | moons Movi 3-PaneNr wooms-ranmr eres ° eT moons noone ; ses “yt ° j eo +e! wooms wooms ¢ oe J rer Figure 6: Residuary resistance coefficients Figure 7: Running trim 194 © 2001: The Royal Institution of Naval ArchitectsFAST 2001: 4% — 6" September 2001, Southampton, UK Appendix 2 - Continued MATHEMATICAL MODEL e a — ei : —EEE__ is oa ee “ Le ies un-ss a pa SS > 7 vn ¢ > Figure 8: Wetted surface coefficient of hulls at rest Sh 60 62 ba Oe “oy? AT un =6s Coefficient of determination R° “ens 185 (62.5%) Fok Errors (5— 10) % 84 08.4%) re === Errors > 10 % 27 (9.1%) 2 Coefficient of determination R° ° F-test 62 64 66 68 70 72 74 78 Te 80 82 84 on) Lp=7s Errors < 0,1 237 G4) * Errors 0.1°- 0.2° 38 (13.5%) FeO ‘Errors > 0.2° 725% yes SA ‘Coefficient of determination R° ged tee SS Ble ——- 4 (21.1%) *4 noes a 5% a ee nna Table 3: Important statistics of the mathematical models Figure 9: Residuary resistance coefficients for the data not employed in the development of the mathematical model © 2001: The Royal Institution of Naval Architects 195