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Investigation on Resistance Effects through Towing Test and CFD Analysis on

Catamaran Boat Hull Form

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INVESTIGATION ON RESISTANCE EFFECTS THROUGH TOWING TEST

AND CFD ANALYSIS ON CATAMARAN BOAT HULL FORM
Ridwan Saputra Nursal, Nor Isha Nordin, Marzuki Mohammad, Mohd Afandi Abd Hamid,
Mohd Naim Awang and Ahmad Azrizal Mohd Ariffin
Centre of Technology in Marine Engineering, Politeknik Ungku Omar, Perak, Malaysia
E-Mail: ishadin@puo.edu.my

ABSTRACT
In recent years, high speed vessel received additional attention and being developed intentionally for catamaran
boat race, passenger vessel, military vessel and recreational purposes. Most of hull forms used in these high speed boat
types is multi-hull. Whilst the twin hull type vessel is the most popular among the multi-hulls because of their inherent
features such as large deck area, better stability, lower wave-making resistance at high speeds and better safety. Since the
propulsive power of any marine vehicle depends mainly on its resistance characteristics, it is required to predict the
resistance of the vessel either in theoretically, experimentally and numerical study. In the present study, an attempt has
been made to carry out both experimental and numerical investigations on the resistance characteristics as well as the
comparison of an existing twin hull without tunnel used in developed of human powered hydrofoil. This study is expected
to minimise the variation of resistance in range of 10% or less between both methods.

Keywords: Catamaran, boat hull, CFD, 3D analysis, froude number

INTRODUCTION staggered catamaran (Sahoo, & Pretlove, 2006). In

Catamaran vessel is formed by connecting two addition, a work on the prediction of the resistance of
symmetrical twin hulls either such hull without or with twin-hull vessels along with the results of regression
tunnel. The features of this twin hull vessel can be analysis, facilitating the calculation of the main
governed by many factors such as hull dimension, lateral components of the bare-hull calm water resistance also
spacing, and form shape of the twin hulls. Catamaran boat been accomplished (Sahoo, Salas, & Schwetz, 2007).
is become popular used in the race for sailboat at the Apart, the asymmetric catamaran hull form design for boat
beach over the world. The speed and stability of these was chosen, because it can reduce wake wash generated
catamarans is the important factor that employs the by vessels (Libby, 2003). All these advanced marine
catamaran suitable to be used for pleasure craft. These are vessels are subjected to large drag forces that must be
the reason that many researchers and manufacturer shows minimized so that vessels can be competitive with other
their interest in R&D of catamaran boats for sport and existing freight systems (Parandhamaiah, & Natarajan,
recreational pleasure. These pleasure boats have been used 2007). The final catamaran hull form was selected for
widely in lakes and manmade waterways such as water leisure boat after CFD and model testing carried out
sports arena in Putrajaya Lake. (Mukti et al. 2006).
The prediction of the calm water resistance of Nevertheless, the accurate prediction of the total
high speed catamaran vessels has been treated by many resistance and of the required propulsion power of a new
researchers during the last twenty years. In this research vessels requires proper treatment of all of them and may
project, the main focus was given to the catamaran used involve detailed CFD calculations, along with extensive
for man power hydrofoil. The high resistance that resulted model testing. In the preliminary design stage, however,
by catamaran hull has become the greatest challenge to the availability of a fast and easy to use method for the
marine engineers and naval designers. However for evaluation of the performance of alternative designs would
surface craft, this phenomenon can be reduced to an be quite useful to the designer, searching for the
acceptable limit with appropriate design of its hull (Mukti ‘optimum’ hull form under the given constraints and
et al. 2006). It has reported that the resistance test results operational requirements (Zaraphonitis, Grigoropoulos, &
for a displacement catamaran was developed from the Mourkoyiannis, 2014). Hence, in the light of the research
model tests for two displacement conditions and done, it is found that there are available information to
interference effect (Tasaki, 1962). The model resistance determine the best choice selection of catamaran hull for
data for two large powered symmetrical and asymmetrical recreational purposes. Resistance characteristic of
catamarans by varying spacing between the demihulls also catamaran hull with regard to the spacing between two
has been studied (Turner, & Taplin, 1968). Previously, demihull can be determine using experimental model test
studies has been carried out for both experimental and under towing tank as well as numerical test using
numerical investigations on the resistance characteristics computational fluid dynamic (CFD) solver application.
of a typical mono hull as well as split hull without and The resistance characteristic results for both model test
with tunnel at different positions of the demihulls result and numerical results can be compared.
(Parandhamaiah, & Natarajan, 2007). Experimental wave
resistance data with CFD results was compared with

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Design and construction of catamaran hull for the is increasing the resistance comparison with monohull it is
human power hydrofoil because 2 hulls have to consider for the catamaran. This
This project limit the catamaran hull as a narrow problem can minimised by using two long slender hulls.
down used for human power hydrofoil. These human Besides that, by using the slender hull also reduced the
power hydrofoils are applicable for recreational or sport at wave making resistance. The distance between of both
inland waterways such as Putrajaya Lake. In this study, hulls should be as large as possible to reduce the
the focus was given only to determine the resistance interference wave, the range for distance per length hull is
characteristic of the model test compare to the numerical 0.3<s/L< 0.1 (Afandi, 2006).
analysis using a CFD solver application package. The
catamaran hull to be tested is based on the design of Hull form
human powered hydrofoil. The purpose of the human Hull is the important part of this project. The
power hydrofoil is to lift the hull out from the water selection of hull whether the monohull or demihull which
surface with certain design speed. Figure-1 illustrated the most frequently depend on the stability and easy to
design of human powered hydrofoil was developed. arrangement of the component for this project. Therefore
the selection of hull is important that to ensure the craft
will reliable and possibility to be operational. High
resistance that resulted from vessel hull is the main focus
in this study. This resistance is and unavoidable
phenomena just like air turbulence from a hull is that
constraint the project can achieve the desire speed.
However for surface craft, this phenomenon can be
reduced to an acceptable limit with appropriate design of
its hull (Mukti et al. 2006). The asymmetric catamaran
hull form design for human powered hydrofoil was
chosen, because it can reduce wake wash generated by
Figure-1. Present hydrofoil design. vessels (Libby, 2003). After CFD and model testing
carried out, the final design of catamaran hull form was
From the simple survey and some discussion that selected shown in Figure-2 and Figure-3.
carried out, the followings were found to be the desired
attributes for design the catamaran hull will to used such
as weight, hull form, wetted surface area and slander body
due to speed to be achieve. With these attributes the
selection came with the following specification for the
catamaran hull as shown in Table-1.

Table-1. Main particulars of prototype.

Figure-2. Top view of the final design of catamaran boat

hull form.

Hull consideration
The catamaran can achieve higher speeds in four
different ways that must be satisfied. The four different
ways are include by achieving a favourable wave
interaction between the hull, by having very slender hulls
causing minimum disturbance on the free surface which is
not possible to with monohull configuration due to
stability requirements, by locating the hull displacement
volume above the water surface such as with planning
catamarans and hydrofoil catamaran and by locating it
under water surface such as with swath ships (Insel, & Figure-3. Transverse view of the final design of
Molland, 1991). However the resistance of the catamaran catamaran boat hull form.

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EXPERIMENTAL INVESTIGATION which provided well faired and very smooth hull after
involving in the laminating process. The plywood was
Description of the model used to form the crossbeams and it was screwed to the
A scale model of catamaran hull was fabricated deck stiffeners to provide the sufficient strength. The
using fibre glass material according to the particulars is process of model construction involved the use of
shown in Table-2. lamination method. The asymmetric catamaran hull model
without tunnel was fabricated and placing with required
Table-2. Particulars of model. lateral spacing of the demihulls for s/L = 0.3. In order to
determine the resistance of the demihull, the displacement
was maintained the same for the human powered
hydrofoil. The wetted surface area of the model was 1.150
m2. The views of the model without tunnel for s/L = 0.3
are shown in Figure-5. The resistance tests were carried
out for the model by carriage in towing tank.

The 3D drawings of the original hull were

developed using MAXSURF program in order to generate Figure-5. Model without tunnel for s /L = 0.3.
3D drawing in AutoCAD of this approximation hull. The
hydrostatic calculations was then carried out in order to Test facility
obtain the design draught in MAXSURF Hydromax Pro. The model experiments and apparatus setup were
The lines plan from MAXSURF drawing was exported to conducted in the towing tank at Department of Marine
the AutoCAD drawing then printed out on 1:1 scale. Technology, University of Technology Malaysia. The
Figure-4 shows the construction of the entire hull. dimensions of the towing tank are 100 m long, 4 m wide
and 4 m deep and the maximum allowable operating speed
of the towing carriage is 5.2 m/s. At the forward end of the
towing tank, a trimming tank is provided to facilitate
proper ballasting of the model to the desired draft. The
other information necessary to run the experiment are
shown in Table-3.

Table-3. Towing tank water properties.

Model setup
Figure-4. Model of asymmetric catamaran hull.
The asymmetric catamaran hull was being tested
at appropriate high position, namely as LCG (Longitudinal
From these lines plan design, an appropriate size
center of gravity) position. This position was achieved by
of plywood was cut out to get a frame which ensures the
attaching a light mass strut to the crossbeam at LCG
hull is faired correctly. The frame then fitted between the
position and using a cable and then been fitted with a set
bulkheads and then faired before involved in the
of dynamometers with strain gauge transducers in
laminating process. The hulls were sanded and painted

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propelled hub. This transducer type is wide array of single Towing tank testing
and multi-axis force transducers which measure forces A scale model of the prototype to be tested was
particularly for resistance and propulsion test. The height constructed conform the standard methodology the
of towing point was adjusted to ensure an almost ITTC’57. The calculation of full scale resistance using the
horizontal towing cable and the craft was positioned ITTC’57 method is as follows:
centrally to ensure no lateral component to the tow cable
in order to avoid trouble during test. The guide was From the resistance measured in the towing tank
attaching at the front crossbeam to ensure the model could test, then the total coefficient of resistance for model can
run at a straight line when towing the model. The model be calculated using Equation. (1);
setup of the experiment in towing tank is demonstrates in
Figure-6 and Figure-7. RTM
C TM  (1)
1    S M  VM 2
2

The frictional resistance coefficient (which

associated with Reynolds similarity) for both model and
prototype may be calculated using Equation. (2);

0.075
CF  (2)
log Re M  2 2
with the Reynolds number, Re in Equation. (2) can be
measured using Equation. (3);
V L
Re  (3)
ν
Figure-6. Front view of model setup installed with The residual resistance is determined by
transducer. subtracting the coefficient resistance, CTM with frictional
resistance coefficient, CFM as follows;
C RM  C TM  C FM (4)
Froude’s Law of comparison was given by Equation. (5);
C RM  C RS (5)

The total resistance coefficient of the prototype,

CTP is then calculated by adding the frictional resistance
for prototype, CFP and roughness allowance coefficient, CA
calculated for prototype vessel as in Equation. (6);
CTP  C FP  C RP  C A (6)

where the roughness allowance coefficient, CA was

calculated by Equation. (7) as follows;
Figure-7. Experiment model setup view from top.
C A  0.006  LWL  1000.16  0.00205 (7)
Model test
An experimental towing testing of the model was Hence, the total resistance of the prototype was then
conducted in order to assess the performance particularly determined as per following Equation. (8);
the water resistance of the catamaran hull. The testing
must be run in towing the model using cable, and it should RTP  CTP  1    S P  V P 2 (8)
2
run freely without any disturbance. The model must run
through a straight line in order to measure the accuracy of
In other hands, the ship effective power can obtained from
the resistance. For the test condition, the model was run
Eqn. (9) as follows;
over a speed range of 0.5 m/s to 2.5 m/s. These model
speed were selected based on standard methodology of PE  RTP  V P (9)
Froude used by the ITTC’ 57 (International Towing Tank
Convention 1957). These speed of run are measured
directly throughout the measuring run.

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RESULTS AND DISCUSSION The model tests were carried out for ranging from
The resistance results of catamaran hull model 0.50 to 1.49 of volumetric Froude number. The total
towing test that obtained are scaled up to the prototype resistance values of the asymmetric catamaran hull
using Froude’s extrapolation method. The total resistance without tunnel for different Fn‫ ׏‬are given in Table-4 and
for catamaran hull (RT) is normalised with the Table-5 for model and prototype respectively.
displacement (∆P) of the prototype. The speed of the mono
or split hull is expressed by the volumetric Froude
number, i.e. Fn‫ ׏‬given as Equation. (10);
V
Fn  (10)
g  1 / 3

Table-4. Results for resistance test of asymmetric catamaran hull model.

Table-5. Results for resistance test of asymmetric catamaran hull prototype.

From the resistance calculation of the prototype increment of the Froude number, Fn‫׏‬, particularly for
hull, the residuary resistance increases due to more wave asymmetric catamaran hull without tunnel for lateral
reinforcement causing increase in total resistance of the position s/L of 0.3. It was also remarked that these
hull. The variation of the normalised resistance of the resistance was slightly greater increase during Froude
asymmetric catamaran hull without tunnel for different number of 1.0 to 1.5. The views of the flow pattern occurs
volumetric Froude number is shown in Figure-8. around the bow and the stern of the asymmetric catamaran
hull model without tunnel for s/L of 0.3 at selected model
speed are demonstrates in Figure-9 till Figure-13. A curve
of the resistance corresponding to the towing speed was
then being plotted and be compared to the numerical
analysis results.

Figure-8. Variation of the normalised resistance, RT with

respect to Froude number of asymmetric catamaran hull
without tunnel for lateral position, s/L = 0.3.

From Figure-8, it was observed that the total

normalised resistance, RT increased proportional to the Figure-9. Photo at Speed 0.679 m/s.

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Numerical study: Computational fluid dynamic (CFD)

results and analysis
The catamaran which has split or twin hull design
prototype has s/L = 0.3 is used for the present numerical
study. The simulations of the fluids flow generated by the
motion of the split hull prototype in water are performed
using a multi-functional CFD application package. The
hull form of the split hull model is generated using
AutoCAD application software program by draw the
transverse sections. The transverse sections are then joined
to form a 3D volume of a single hull and separate into two
to make as catamaran of split hull as shown in Figure-14.
A rectangular domain was created for allowing the fluids
Figure-10. Photo at speed 1.018 m/s. flow over the split hull model. The domain of the control
volume is decided by performing a domain independence
study and the obtained domain dimensions are (1.53×L ‫כ‬
14.72×B ‫ כ‬5.74×T). The model is then converted to iges
file format as a solid model to allow it to be opened and
read by CFD application software package project as
shown in Figure-15. The body is fixed in the domain and
water is allowed to flow from the inlet of the domain
opposite to direction of the split hull model.

Figure-11. Photo at speed 1.362 m/s.

Figure-14. Designing model using AutoCAD.

Figure-12. Photo at speed 1.698 m/s.

Figure-15. Converting the model to iges file format.

The flow domain with the boundary conditions

chosen for the split hull model is shown in Figure-16. The
whole computational domain is discretised using
Figure-13. Photo at speed 2.04 m/s. unstructured tetrahedral mesh due to complexity in the

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split hull geometry. The split hull model with unstructured The split hull model is simulated at different
tetrahedral mesh is shown in Figure-17 which consist of speeds corresponding to the speeds of the model tests.
38,750 elements. After finalizing the domain, grid Three dimensional segregated, unsteady, volume of fluid
refinement independence analysis is performed on the method was used to determine the total resistance of the
optimal domain as shown in Figure-18 and it is found that split hull for range of speeds of the model tests. A
the optimum number of elements are 219,978 for the realizable k-epsilon turbulence model (k–ε) was used to
simulation with velocity parameter of 2.77 m/s. solve the turbulence parameters. The convergence criteria
adapted in the CFD simulations was of the order of 1×10−4
for all variables (u, v, w, k and ε). The simulation tests has
been performed for five different speed of fluids which
comprises of 1.11 m/s, 1.67 m/s, 2.22 m/s, 2.77 m/s and
3.33 m/s where the selection of these speeds were based
on experimental prototype speeds parameter. The speed of
catamaran boat by towing tank in experimental test is
equal to speed of fluids flow within the corresponding
domain as in Figure-19. The selection of inlet and outlet
boundary of fluids or water are based on the supposed
direction motions of catamaran boat.

Figure-16. Flow domain with boundary conditions of the

split hull model for s/L = 0.3.

Figure-19. Direction of fluids flow from inlet to outlet of

design model.

The numerical CFD simulation results in term

contours to be discussed for the catamaran split hull at the
selected model speed of 2.77 m/s are demonstrates in
Figure-20 till Figure-24. The results of turbulence kinetic
Figure-17. CFD modelling of split hull model without energy are remarked higher at inlet region and gradually
mesh refinement. decrease as the fluids travelling to the outlet part of
simulation model.

Figure-18. Split hull model after refinement independence

analysis. Figure-20. Numerical simulation results of turbulence
kinetic energy.

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The CFD simulation results in velocity and

pressure streamlines and vectors of the catamaran hull
prototype due to the motion resisting the fluids over the
speed of 2.77 m/s are depicts in Figure-25 till Figure-27.
From the numerical simulation, it is was found that the
pressure due to motion resist the fluids acted on the hull is
concentrated more around the bow and forward region of
catamaran hull vessel. The non-uniform of pressure
distribution along the catamaran hull happened due to
wake generated around the bow of catamaran hull.

Figure-21. Numerical simulation results of Eddy

viscosity.

Figure-25. Numerical simulation of velocity streamline

and vector corresponding to catamaran hull motion.

Figure-22. Numerical simulation results of pressure

contour at middle part of body.

Figure-26. Numerical simulation of pressure streamline

corresponding to catamaran hull motion.
Figure-23. Numerical simulation results of pressure
contour from inlet.

Figure-27. Combination of simulation results of velocity

Figure-24. Numerical simulation results of pressure at and pressure streamline and vector with respect to
bow of catamaran hull. catamaran hull motion under speed of 2.77 m/s.

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The average pressure, PAve is taken to obtain the resistance. The study may be more specific and close to
normalised resistance, RT. Table-6 shows the results of the real condition of boat movements.
pressure concentrated on the wall body (no slip) at bow for
different speed test from CFD simulation yet the ACKNOWLEDGEMENTS
normalised resistance against prototype hull are This research was supported by Ungku Omar
calculated. Polytechnic Malaysia through the Centre of Technology in
Marine Engineering Research Project funded by
Table-6. Results of pressure concentrated on the wall Department of Polytechnic Education, Ministry of Higher
body (no slip) at bow from simulation. Education Malaysia. The authors also would like to
acknowledge Universiti Teknologi Malaysia for providing
research facilities to conduct the research work as well as
experts sharing and also to Universiti Tun Hussein Onn
Malaysia for knowledge and experts sharing.

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