Seakeeping Assessment of Large

Seakeeping Assessment of Large Trimaran

Trimaran for Naval Aircraft Operations
for Naval Aircraft Operations

Presented by Mr. Boyden Williams, Mr. Lars Henriksen (Viking Systems),

Dr. Igor Mizine (CSC/Advanced Marine Center), and Dr. Nils Salvesen (Viking Systems)
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ASNE High Speed Craft Conference, Annapolis, Jan 24, 2007
 Trimaran Assessment Presentation Topics:
1. Development of Tool for Motions and Structural Loading Assessment
2. Design of Hulls by Advanced Fully 3D Hydrodynamic Assessment
3. Application to HALSS Trimaran Concept for Sealift Missions
4. Evaluation to NATO Seakeeping Criteria for Naval Aircraft Operations
5. Evaluation to NATO Seakeeping Criteria for Sealift Transit Operations
6. Presentation of Trimaran Systematic Series Seakeeping Results
7. Interesting Findings, Conclusions, and Future Studies

Sponsored by CCDOTT 1999-2006 High Speed

Trimaran Technology Development Program
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ASNE High Speed Craft Conference, Annapolis, Jan 24, 2007
 Background of Selected Vessel - HALSS
„ HALSS helps Early Insertion & Logistic Support:
ƒ Deploys at High Speed (35 Knots)
ƒ Operate fixed wing aircraft between advanced base and sea base

„ HALSS helps Force Deployment:

ƒ Operate fixed wing aircraft for theater operations
ƒ Arrange and Configure military loads in preparation for early entry
to the Theater operations
Heavy Air Lift Sea Basing Ship (HALSS)

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ASNE High Speed Craft Conference, Annapolis, Jan 24, 2007
 HALSS Principal Characteristics
Flight Deck Length 1,100 FT
Flight Deck Width / Docking Hull Beam 274 FT / 180 FT
Draft 37.9 FT
Depth 100 FT
Payload:
Combat forces sustainment 8,900 ST
Aircraft Fuel Supply 2,650 ST
Fixed Wing Aircraft Six C-130J
Stowage Factor
Main (Flight) Deck 185,900 SQFT
II Cargo Deck 141,000 SQFT
III (Crossover) & IV Decks 51,100 SQFT
HALSS Stowage Factor 46.7 SQFT/MT

Unrefueled Range of Sea Voyage - CONUS to Advanced Base or to JOA

10,000 NM at 35 knots
>15,000 NM at 25 knots
Followed by 10 days endurance in JOA
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High Speed Trimaran Seakeeping Study - Objectives
„ Establish Reliable Trimaran Analysis Procedure:
ƒ Displacement, Velocities, Accelerations;
ƒ Relative Motions for Slamming and Emergence;
ƒ Hull Girder Loads and Local Pressures;
ƒ Interaction between Main and Side Hulls.
„ Determine Criteria for Assessment:
ƒ Naval Air Operations (NATO STANAG 4154, 1997)
ƒ Transit (NATO Generic Frigate)
„ Assess Motion, Slamming, Emergence & Hull Girder Loads:
ƒ Sea States 4 through 7;
ƒ Vessel Speeds of 15, 25, 35 knots;
ƒ Vessel Headings of 0, 45, 90, 135, 180 degrees;
ƒ Multiple Hull Configurations

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 Design Variables - Trimaran Synthesis Model
⎛ LOASH ⎞
L*sidehull
⎜ MS SH − ⎟
a Stagger = ⎝ 2 ⎠
(LOAMH − LOASH )
X* (sidehull)
MSSH - Distance from AP to Midship of Side Hull
LOASH – Overall Length of the Side Hull
LOAMH – Overall Length of the Main Hull
b
Y (centerhull) Y* (sidehull)
X (Centerhull)

Clearance
Separation =
Beam MH

b Clearance - Distance between the Outside of

the Main Hull and the Inside of the Outer Hull
at the waterline
BeamMH - Maximum Beam of the Main Hull
Lcenterhull

ƒ Stagger of side hulls 0.00, 0.24, 0.40 & 0.80

ƒ Separation of side hulls 0.36, 0.75, 1.25
ƒ Overall vessel size 150m, 200m, 250m & 300m

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ASNE High Speed Craft Conference, Annapolis, Jan 24, 2007
 Method and Software - Selection Criteria :
„ Ability to Handle Trimaran Type Hull
„ Time-Domain Hydrodynamic Analysis
„ Transformation to Frequency Domain for RAOs / Scaling
„ Non-Linear Capability for Detailed Investigation
„ Ability to Assess NATO Criteria
„ Extendable to FEA Structural Analysis
„ Ability to Rapidly Model Geometric Variations
„ Ability to Work with Existing Software

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ASNE High Speed Craft Conference, Annapolis, Jan 24, 2007
 Selection of Hydrodynamic Software

„ Codes Considered
ƒ LAMP (SAIC)
ƒ SWAN (MIT)
ƒ WASIM (DNV implementation of SWAN)

„ WASIM is Chosen as Project Software

ƒ WASIM is advanced fully 3-D ship motion assessment tool
ƒ Assessment in Time Domain
ƒ Capable of Non-Linear Hydrostatics
ƒ WASIM previously used for trimaran type hull (M/V Triton)
ƒ Viking Systems has extensive experience with DNV Software
ƒ WASIM is integrated with SAGA Software

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Seakeeping Criteria – Naval Air Operations
„ NATO STANAG 4154 (Edition 3, 1997)
„ Single Amplitude RMS Values:
Performance Limitations
Governing Factors
Motion Limit Location
Period > 20s, 1 Deg.;
Aircraft Handling Roll
Period > 20s, 1.5 Deg
Sink off bow and OLS Period > 10s, 0.5 Deg.;
Pitch
limits Period > 15s, 1 Deg
Vertical Stern Ramp at
Ramp Clearance 0.8 m
Displacement Flight Deck
Lateral Stern Ramp at
Landing Line-up 2.3 m
Displacement Flight Deck
Landing Gear Vertical Velocity 0.7 m/sec Touchdown Point
Crosswinds and Landing 35 to 40 knots envelope,
Relative Wind
loads +/- 15 degrees from the bow

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 Wind Speed Over Deck for Flight Operations
60

Naval Air
Wind Speed

50 Minimum Required Speed Over Deck

Maximum Required Speed Over Deck

Wind Speed (Kno

Operations 40

- 30
Wind - Vessel
20

Environment 10 Wind - Sea State

Conditions 0
0 1 2 3 4 5 6 7
Sea State

Minimum Vessel Maximum Vessel

Sea State
Wind Speed
Speed Speed Using Wind Speed Criteria:
(Knots) (Knots) (Knots)
0
1
0.0
3.0
35.0
32.0
40.0
37.0
The wind associated with a
2 8.5 26.5 31.5 Sea State defines the required
3 13.5 21.5 26.5
4 19.0 16.0 21.0 vessel speed to maintain 35 -
5 24.5 10.5 15.5
5.5 30.0 5.0 10.0 40 knot apparent wind speed
6 37.5 -2.5 2.5
7 51.5 -16.5 -11.5 over flight deck
Head Sea Cases used for Analysis
Insufficient Forward Speed to Maintain Maneuverability
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ASNE High Speed Craft Conference, Annapolis, Jan 24, 2007
 Seakeeping Criteria - Transit
„ NATO Generic Frigate Criteria (Pattison & Sheridan, 2004)
„ Single Amplitude RMS Values:

Parameter Limit Value

Roll Angle 4.0 deg
Pitch Angle 1.5 deg
Vertical Acceleration 0.2 g
Lateral Acceleration 0.1 g
Bottom Slamming Index 20 per hour
Propeller Emergence Index 90 per hour

„ Comparison to Rule Hull Girder Loads

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 Hydrodynamic Analysis

„ Define Vessel and Incoming Waves

ƒ Panel and Mass Models defined to Represent Vessel
ƒ Wave Elevation for Time Domain Analysis as Fourier Series
of Cosine Waves with Amplitude According to PM Spectrum

„ Recording Output & Results

ƒ Time Series Recorded for 6 DOF Motions, Velocities & Accelerations
ƒ Relative Wave Elevations Recorded for Series of 30 Locations Along
the Length of Main and Side Hulls
ƒ Hull Girder Shear Force & Bending Moments Recorded at Stations

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 Result Processing - Time vs. Frequency
Hydrodynamic Analysis is Performed in the Time Domain,
Results can be Transformed into Frequency Domain.

„ Result Processing in the Time Domain - Benefits

ƒ Statistical Analysis of Time Series for Result Variables
ƒ Ability to Track Occurrence of Individual Phenomenon
ƒ Unique Analysis Run for Each Sea State, Heading & Speed

„ Result Processing in the Frequency Domain - Benefits

ƒ Results Transformed into Response Amplitude Operators (RAO)
ƒ Response to Unit Wave (RAO) Combined with Sea Spectrum
ƒ Requires Fewer Analysis Runs – Saves Computational Time
ƒ Results can be Scaled for Vessels of Varying Length
Reliable and Repeatable Post-Processing of Data is Essential
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 Result Processing – Method Validation
„ HALSS is evaluated in both Time and Frequency Domains
ƒ Roll Motion Results Compared for Sea State 5, 6 & 7
ƒ Pitch Motion Results Compared for Sea State 5, 6 & 7
15 Knot Roll Angle 15 Knot Pitch Angle
Head Sea
H ead Sea
3
12

2.5
10
315 45
315 45
2
8

1.5
6

1
4

0.5
2

270 0 90
270 0 90

225 135
225 135

Following Sea
Following Sea

Time & Frequency Domain Calculations Provide Nearly Identical Results

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 Result Processing - Time vs. Frequency
„ Frequency Domain Analysis using RAO’s possible for Motion,
Velocity, Acceleration, Shear and Bending Loads – saves
calculation time

„ Time Domain Analysis needed for Slamming and Emergence

Assessment – Head Sea Governs – saves calculation time

Frequency Domain: Time Domain:

3 5
Wave Spectrum - SS6
4.5
2.5 4
3.5
2
Amplitud

Pitch RAO - L = 300m

3
1.5 Pitch RAO - L = 250m 2.5
Pitch RAO - L = 200m 2
1 Pitch RAO - L = 150m 1.5
0.5 1
0.5

Pitch & Roll Motion Slamming Occurrence Center Hull

0 0
0 0.2 0.4 0.6 0.8 1 1.2 1.4
Frequency (Rad/s)

Heave & Sway Acceleration Slamming Occurrence Side Hull

Vertical Bending Moment Bridge Deck Slamming Occurrence
Vertical Shear Force Propeller Emergence Occurrence

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 Results Summary for HALSS
HALSS Trimaran Hull Configuration – 35 knots in SS7 – Head Seas

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 Results Summary for HALSS
Comparison of Hydrodynamic Results to NATO Criteria for
Naval Air Operations
Vertical Displacement at Stern Pitch Motion
1.4 1.2

RMS Response 10.0

1.2 1
Displacement Limit

Pitch Angle (Degree

Vert. Displacement (

1 RMS Response
0.8
Pitch Limit
0.8
0.6
10.0
0.6
0.4
0.4
15.5 15.5

0.2 31.5 0.2

26.5 21.0 31.5 26.5 21.0

0 0
0 1 2 3 4 5 6 7 0 1 2 3 4 5 6 7
Sea State Sea State
(Vessel Speed Shown in Labels) (Vessel Speed Shown in Labels)

Vertical Velocity at Touchdown Point Vertical Acceleration at Bridge

0.8 2.5
10.0
0.7
RMS Response 2
Vert. Acceleration (m/s^

0.6 Velocity Limit

Vert. Velocity (m/

RMS Response
0.5 Acceleration Limit
1.5

0.4

0.3 1

15.5
0.2
0.5 15.5 10.0
0.1 31.5 26.5 21.0 31.5 26.5 21.0

0 0
0 1 2 3 4 5 6 7 0 1 2 3 4 5 6 7
Sea State Sea State
(Vessel Speed Shown in Labels) (Vessel Speed Shown in Labels)

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 Results Summary for HALSS
„ Comparison of Results to NATO Criteria for Transit
ƒ Polar Plots to Facilitate Comparisons, 150 m vs. 300 m:
RMS Roll Angle RMS Pitch Angle
150 m Trimaran 300 m Trimaran 150 m Trimaran
Head Sea
300 m Trimaran
Separation = 0.36 Separation = 0.36 Separation = 0.36
Head Sea
24 4 Separation = 0.36
Stagger = 0.24 Stagger = 0.24 Stagger = 0.24 Stagger = 0.24
Speed = 10.6 Kts Speed = 15.0 Kts Speed = 10.6 Kts 3.5
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Speed = 15.0 Kts
315 45 3
315 45

14 2.5

9 Roll Criteria
1.5

1
4
SS 5 SS 5 SS 5 SS 5
0.5

270 -1 90 270 0 90
SS 6 SS 6 SS 6 SS 6

SS 7 SS 7 SS 7 SS 7

Pitch Criteria

225 135 225 135

Following Sea Follow ing Sea

ƒ Results for 150 m Vessel Created by Length Scaling RAOs

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 Results Summary for HALSS
Comparison of Results to NATO Criteria for Transit
Center Hull Propellers Side Hull Propellers
Center Hull Propeller Emergence - 25 Knot Vessel Speed Side Hull Propeller Emergence - 25 Knot Vessel Speed
400 700
SS4 - 25Knots SS4 - 25Knots
350 SS5 - 25Knots 600 SS5 - 25Knots
SS6 - 25Knots SS6 - 25Knots
300
Emergences Per Hour

SS7 - 25Knots 500 SS7 - 25Knots

Emergences Per Hour

Criteria Criteria
250
400
200
300
150
200
100

50 100

0 0
0 45 90 135 180 0 45 90 135 180
Wave Heading Wave Heading

Center Hull Propeller Emergence - 35 Knot Vessel Speed Side Hull Propeller Emergence - 35 Knot Vessel Speed
450 400
SS4 - 35Knots SS4 - 35Knots
400 SS5 - 35Knots 350 SS5 - 35Knots
SS6 - 35Knots SS6 - 35Knots
350
300
Emergences Per Hour

SS7 - 35Knots SS7 - 35Knots

Emergences Per Hour
300 Criteria Criteria
250
250
200
200
150
150
100 100

50 50

0 0
0 45 90 135 180 0 45 90 135 180
Wave Heading Wave Heading

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HALSS Transit Slamming and Hull Girder Loads
Comparison of Results to NATO Transit Criteria and ABS Rule Loads
Center Hull Bottom Slamming Vertical Shear Force Envelope - All Directions - 35 Knots
300
4.50E+07
SS7 - 15Knots 4.00E+07
250
SS7 - 25Knots 3.50E+07
SS7 - 35Knots

Shear Force (N)

3.00E+07
Emergences Per Hour

200
Criteria
2.50E+07

150 2.00E+07
1.50E+07
100 1.00E+07

5.00E+06
50 0.00E+00
0 50 100 150 200 250 300
0 Longitudinal Location (m)
0 45 90 135 180 SeaState4 SeaState5 SeaState6 SeaState7 ABS Rule Shear
Wave Heading

ƒ No Slamming below Sea State 7 5.00E+09

Vertical Bending Moment Envelope - All Directions - 35 Knots

4.50E+09
ƒ Head Sea is the worst wave heading 4.00E+09

Bending Moment (N-m)

3.50E+09
for slamming 3.00E+09
2.50E+09

ƒ ABS Rule Shear for equivalent 2.00E+09

1.50E+09
monohull = 4.18 x 107 N 1.00E+09
5.00E+08

ƒ ABS Rule Bending Moment for 0.00E+00

0 50 100 150 200 250 300

equivalent monohull = 4.60 x 109 N-m SeaState4 SeaState5

Longitudinal Location (m )

SeaState6 SeaState7 ABS Rule Bending

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 HALSS Transit Acceleration Results
Comparison of Results to NATO Criteria for Transit
35 Knot Vertical Acceleration 35 Knot Horizontal Acceleration

Acceleration at Head Sea

6
Acceleration Acceleration at Head Sea
1
Acceleration
Max Beam at CL SS7 - Bow Max Beam at CL SS7 - Bow

SS6 - Bow SS6 - Bow

5
0.8 SS5 - Bow
315 SS5 - Bow 315
45 SS4 - Bow 45 SS4 - Bow
4
Criteria Criteria
0.6
SS7 - MidShips SS7 - MidShips
3
SS7 - Stern SS7 - Stern
SS6 - MidShips 0.4 SS6 - MidShips
2
SS6 - Stern SS6 - Stern
SS5 - MidShips SS5 - MidShips
0.2
1 SS5 - Stern SS5 - Stern
270 SS4 - MidShips 270 SS4 - MidShips
0 90 SS4 - Stern 0 SS4 - Stern
90
SS7 - Bow SS7 - Bow
SS7 - MidShips SS7 - MidShips
SS7 - Stern SS7 - Stern
SS6 - Bow SS6 - Bow
Vertical SS6 - MidShips SS6 - MidShips
Acceleration SS6 - Stern SS6 - Stern
Criteria SS5 - Bow SS5 - Bow
Horizontal
SS5 - MidShips SS5 - MidShips
225 225
Acceleration
SS5 - Stern SS5 - Stern
135 135
SS4 - Bow SS4 - Bow
SS4 - MidShips SS4 - MidShips
SS4 - Stern
SS4 - Stern
Following Sea Following Sea

ƒ Trimaran meets vertical acceleration criteria up to sea state 6

ƒ Trimaran meets horizontal acceleration criteria up to sea state 7
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Result Highlights for Other Hull Configurations
Result Data Sheet for Each Stagger, Separation, Length, Speed & Sea State

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 Stagger Influence
15 knots – Maximum Response from All Headings
Pitch Angle Roll Angle
2.5 10
Stagger = 0.00 9 Stagger = 0.00
Stagger = 0.24 Stagger = 0.24
2 8
Stagger = 0.40 Stagger = 0.40
Stagger = 0.80 7 Stagger = 0.80

1.5 6

1 4

0.5 2

0 0
SS4 SS5 SS6 SS7 SS4 SS5 SS6 SS7

Vertical Acceleration at Stern - Centerline Vertical Acceleration at Bow - Centerline

2 3

1.8 Stagger = 0.00 Stagger = 0.00

Stagger = 0.24 2.5 Stagger = 0.24
1.6
Stagger = 0.40 Stagger = 0.40
1.4 Stagger = 0.80 Stagger = 0.80
2
1.2

1 1.5
0.8
1
0.6

0.4
0.5
0.2

0 0
SS4 SS5 SS6 SS7 SS4 SS5 SS6 SS7

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 Separation Influence
15 knots – Maximum Response from All Headings
Pitch Angle Roll Angle
2.5 9

Separation = 0.36 8 Separation = 0.36

2 Separation = 0.75 Separation = 0.75

7
Separation = 1.25 Separation = 1.25
6
1.5
5

4
1
3

2
0.5
1

0 0
SS4 SS5 SS6 SS7 SS4 SS5 SS6 SS7

Vertical Acceleration at Stern - Centerline Vertical Acceleration at Bow - Centerline

2 3
1.8 Separation = 0.36 Separation = 0.36
Separation = 0.75 2.5 Separation = 0.75
1.6
Separation = 1.25 Separation = 1.25
1.4
2
1.2

1 1.5
0.8
1
0.6

0.4
0.5
0.2

0 0
SS4 SS5 SS6 SS7 SS4 SS5 SS6 SS7

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 Wave Train Interaction vs. Trimaran Configuration
Effect of Stagger along the Center Hull Effect of Separation along the Center Hull

The wave train interaction between the hulls

increases the amplitude of the standing wave
along the length of the center hull for certain
hull configurations. This amplification of center ƒ Wave Train Interaction can have
hull waves leads to additional bending moment large impact on trimarans performance
in the hull girder loads and a wave trough in
ƒ Phenomenon can guide the choice
way of the props, which can induce excessive
amounts of propeller emergences. of trimaran hull configuration
ƒ More studies are needed to fully
comprehend the impact on design
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 Wave Train Interaction Phenomenon
Vessel Configuration with 0.8 Stagger Ratio / 0.75 Separation Ratio –
35 knots in Sea State 5

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 Structural Design as a Criteria for
Seakeeping Assessment
The impact of the vessel configurations and hydrodynamic loads
on the structural requirements of the vessel are considered in the
selection of the optimal design

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 Structural Optimization – Ongoing Work
„ The design pressures and accelerations developed with the
hydrodynamic analysis can be translated directly to Finite
Element Analysis (FEA) models.
„ FEA provides a direct assessment of the variations in
motions and loads on the structural requirements of the vessel.

„ Based on present results, a structural optimization routine is

being developed
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 Conclusions
‰ Systematic Seakeeping Database Established for Trimarans
ƒ Valuable for synthesis level of design
ƒ Useful as concept evaluation tools
ƒ Will be expanded with future work to include structural optimization
ƒ WASIM / SAGA is a reliable and expandable design tool

‰ Strong Wave Train Interaction Phenomenon Identified

ƒ Early detection allows problem to be addressed at the hull form
development stage

‰ HALSS Provides Favorable Seakeeping Performance

ƒ Side hull propeller emergence – limiting factor

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