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Reduction of demi-hull wave interference resistance in fast displacement

catamarans utilizing an optimized centerbulb concept

Article in Ocean Engineering · November 2014

DOI: 10.1016/j.oceaneng.2014.09.018

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 Ocean Engineering 91 (2014) 227–234

Contents lists available at ScienceDirect

Ocean Engineering
journal homepage: www.elsevier.com/locate/oceaneng

Reduction of demi-hull wave interference resistance in fast

displacement catamarans utilizing an optimized centerbulb concept
Devrim Bülent Danışman n
Istanbul Technical University, Department of Naval Architecture, 34469 Istanbul, Turkey

art ic l e i nf o a b s t r a c t

Article history: A centerbulb was integrated to a catamaran in order to create a favorable secondary wave interference to
Received 23 September 2013 reduce the unfavorable wave interference resistance between the demi-hulls. An Artificial Neural
Accepted 10 September 2014 Network (ANN) technique is implemented together with a computational flow solver based on the low-
Available online 30 September 2014
Froude number theory, which uses a source-panel method with Dawson's algorithm, to find an efficient
Keywords: centerbulb geometry. In order to gain computation time in the optimization algorithm the present ANN
Catamarans approach is applied to the responses of the flow solver to the centerbulb design parameter changes. The
Wave interference resistance numerical design procedure is verified by model tests conducted with a catamaran model both with and
ANN without the centerbulb. Numerical and experimental analyses verify each other and confirm that it is
Optimization
possible to reduce wave interference in considerable amounts with an optimal centerbulb. The study
presented for catamarans, demonstrates the capabilities of the optimization procedure in reducing the
wave interference resistance as well as the efficiency and ease of application of the centerbulb as a retrofit.
& 2014 Elsevier Ltd. All rights reserved.

1. Introduction ITTC-1957 formula for the frictional resistance in formulating the

Multihulls, especially catamarans, draw naval architects' atten-
tion when the design aspects of a ship require both a large deck
area and high speed at the same time. With their unique
geometrical characteristics, catamarans are widely used as pas-
senger ferries, military boats, racing boats, sailing boats etc. An
investigation into the resistance components of catamarans has
been addressed in detail by Insel and Molland (1991). Meanwhile a
number of computational investigations of the wave resistance of
multi-hulls have been reported recently in the literature (Bruzzone
et al., 1997; Larsson et al., 1997; Suzuki et al., 1997). A contribution
to the problem of optimizing the fore-body geometries of cata-
marans to minimize the resistance was first made by Hsiung and
Xu (1988). Danisman et al. (2001) used also quadratic program-
ming to optimize the fore-body of a fast catamaran and performed
detailed experimental analysis to understand the effect of optimi-
zation on the resistance components and on the wave-pattern.
Doctors and Renilson (1993) studied the influence of demi-hull
separation and river banks. Papanikolaou et al. (1996) handled the
hull shape optimization problem as a component in a global
computer aided optimization procedure. Hsiung and Xu (1988)
used Lunde's (1951) formulation for the wave resistance and the
n
Tel.: þ 90 212 2856392.
E-mail address: bulent.danisman@itu.edu.tr
objective function and then solved the convex quadratic program-
ming problem with linear inequality constraints to obtain the
optimal forebody shapes for catamarans. In their study, the Froude
numbers chosen for optimization were not higher than 0.312 and
the experimental data were given only to compare the effects of
demi-hull separation. In the work of Papanikolaou et al. (1996),
overall optimization was treated by the method of Lagrange's
multipliers where the design constraints must have been linear
equalities. An extension of the Michell integral was also made in
Papanikolaou et al. (1996) by a normal dipole distribution on the
center-plane to include asymmetric demi-hull forms in the wave
resistance analysis of catamarans.
Various other attempts have been made to reduce the interference
resistance of catamarans in the literature. For this purpose asymmetric
hull geometries were used or the gap between demi-hulls was
optimized within the construction constraints. However, these
attempts, which lead to some unconventional solutions of camber
catamarans by Chen (1997) and of staggered catamarans by Söding
(1997), have to be made in the initial stages of a catamaran design.
They are not applicable to an existing catamaran. The concept of the
centerbulb may be a direct solution to the problem and is very easy to
apply to an existing catamaran as a retrofit.
In the current work, a centerbulb optimization of high speed
displacement-catamarans is tackled by extending the previous
work of Danisman (1997) and Danisman et al. (2001, 2002).
Conceptually, a centerbulb can be described as a volume between

http://dx.doi.org/10.1016/j.oceaneng.2014.09.018
0029-8018/& 2014 Elsevier Ltd. All rights reserved.
228 D.B. Danışman / Ocean Engineering 91 (2014) 227–234
the two demi-hulls of a catamaran. It aims to reduce the wave
interference resistance by creating a secondary wave interaction
with the demi-hulls. The centerbulb idea was also used by
Bruzzone et al. (2008) and Zotti (2006, 2007) and its effect on
both resistance and sea keeping performance of catamarans has
been experimentally investigated. A recent study by Jamaluddin
et al. (2013) was carried out to investigate the effect of hull
separation on the viscous and wave interference resistance.
In the present study, the ANN technique was implemented
together with a computational flow solver based on the low-
Froude number theory, which uses source-panel method with
Dawson (1997) algorithm. The neural network approach has been
widely used in various ship design studies. While Mesbahi and Pu
(2008) used the neural network to design structural elements of
a ship, Yonsel et al. (2013) use it to enhance the measurements of
an electrochemical cell in ballast water treatment systems. In this
study, the ANN algorithm was trained to mimic the responses of
the flow solver to variations of design variables such as geometric
coefficients and position of the centerbulb. The ANN was then
used as an explicit function in the optimization subroutine and
optimal centerbulb geometry and position were obtained. The
centerbulb is expected to be beneficial in Froude numbers below
0.7 since at higher speeds it may prevent planning ability of the hull.
Within this framework, the optimal centerbulb was integrated to a
semi-displacement catamaran and its hydrodynamic characteristics
were investigated both numerically and experimentally.
2. Objective function and flow solver
2.1. Objective function
A potential theory based flow solver (ITU-DAWSON) was
employed for optimizing the wave resistance. In this case, the
objective function may not be expressed by an explicit form like
y¼f(x1,x2,…,xn), in which x1,x2,…,xn directly represent hull form
parameters or offsets, as it is used in Michell's integral. This
implicit mathematical connection between wave resistance and
hull form requires a geometric tool which links the results of
numerical flow solver to the optimization code. The Artificial
Neural Network approach is considered here to facilitate the
procedure between numerical flow solver and mathematical
programming. The ANNs are proved to be able to find a functional
relationship between a set of control variables and response
values. If there are a sufficient number of variations of design
variables and corresponding responses, the ANN can learn the
relationship between them. This relationship subsequently defines
an explicit formula for the objective function. In this study,
geometric design parameters and position of the centerbulb are
chosen as design variables. Corresponding responses can be
selected as wave resistance, maximum and minimum wave
heights, etc. One or more of these results can be used to define
the objective function. In order to make use of ANN approach, a
database, which includes a variation of the design variables and
corresponding output results, must be established. In order to
create such a database, design variables and position of the centerbulb
(longitudinal and vertical) are varied randomly. Upper and lower
boundaries are imposed for constraining this variation in order to
prevent inapplicable geometries. This can be expressed as
yðnÞ ð0Þ
i ¼ Ayi
where blower r Ar bupper
A is a random number generated by the seeding of the clock of
the CPU used, while blower and bupper are lower and upper bounds
of the design variables, respectively. The geometry obtained
randomly, is integrated to the rest of the hull surface, and then
hydrodynamic characteristics such as wave resistance and wave
elevations are computed by the flow solver. Sufficient number of
data sets are generated and computed this way. The number of
data sets is determined by the requirements of the ANN algorithm.
2.2. Numerical flow solver used in the evaluation of objective
function
In order to evaluate the objective function (i.e. wave resistance,
significant wave height, maximum wave height, etc.) a flow solver
based on Dawson (1997) algorithm is used. According to the
present algorithm, Rankine source distribution is used over the
panels, which represent the wetted surface area (WSA) of the ship
hull under the loaded waterline (LWL) as well as a portion of the
free surface around the hull. Impermeability condition is applied
at the WSA of the ship, while combined linearized free surface
conditions are imposed on the free surface. The free surface
condition employed in the wave resistance code is the same as
proposed by Dawson:
h i
∇Φ U∇  ð∇ΦÞ þ ∇Φ U∇∅ þ 12 ∇∅ U ∇ð∇ΦÞ þ g∅z ¼ 0
2 2
ð1Þ
where the velocity potential is taken as the sum of
∅ ¼ Φþφ ð2Þ
∅ satisfies Laplace's equation, Φ denotes the double-model
potential and φ denotes perturbation potential due to the free
surface effects. The differentiation of the velocities in (1) along the
streamlines is performed by Dawson's 4-point backward differ-
entiation scheme, which ensures the radiation condition numeri-
cally. In the present study, the ultimate wave resistance calculation
is made by the pressure integration over the WSA under the LWL.
Although Dawson's algorithm is based on the low Froude
number theory, it was applied to fast semi-displacement hulls in
several studies. The robustness of the algorithm was demonstrated
by a full scale sea trial comparison of a fast semi-displacement
catamaran in Danisman et al. (2002).
3. Optimization procedure
3.1. ANN technique and its usage in the optimization
Static Artificial Neural Networks have the capability of storing
data during the learning process and then reproducing these data
during the recall process. Danisman et al. (2002) represent this
ability for optimizing the aft section of a displacement catamaran.
If Rn and Rm are assumed to be input and output data spaces of
dimensions n and m respectively; f is a continuous function
representing the relationship between the input and output data
f : Rn -Rm ð3Þ
Fig. 1 shows input and output vectors, respectively, as X ¼(x1,x2,
…,xn) and Y¼ (y1,y2,…,yn)
The numerical flow solver provides a set of output values such
as wave resistance (RW), minimum wave elevation (ζmin) and
maximum wave elevation (ζmax), by using a set of input values
(control variables, x1,x2,…,xn). This procedure may be presented as
the block diagram shown in Fig. 2.
Referring to ANN's capability to learn the functional relation-
ship between input and output data sets, a group of 500 randomly
selected input values (x1,x2,…,xn) was used to generate a set of
output values as presented in Fig. 2. 280 Data were used to train a
fully connected ANN with a sigmoid function as its activation
function. 120 Data were used in testing and validation during the
training process. Remaining 100 data which were unseen during
 D.B. Danışman / Ocean Engineering 91 (2014) 227–234 229

Table 1
Main characteristics of the NPL form.

LWL 25.25
Bmax 2.6
T 1.4
CB 0.41

Fig. 1. A graphical representation of static ANN during recall period.

Fig. 4. Ellipsoid geometry, and its design variables.

Table 2
First 10 rows of the database.

No. V [m/s] a [m] b [m] c [m] xa [m] za [m] RW [N] ζmax [m] ζmin [m]

1 3.000 0.251 0.056 0.024  0.372 0.028 10.764 0.060  0.068

2 3.000 0.177 0.056 0.034  0.358 0.022 10.109 0.059  0.069
3 3.000 0.186 0.051 0.028  0.068 0.027 10.544 0.063  0.066
4 3.000 0.199 0.052 0.034 0.338 0.023 10.777 0.061  0.058
5 3.000 0.173 0.049 0.030  0.001 -0.003 10.840 0.061  0.062
6 3.000 0.228 0.059 0.029  0.277 0.007 10.775 0.061  0.067
7 3.000 0.217 0.042 0.026 0.090 -0.015 10.987 0.060  0.062
8 3.000 0.161 0.051 0.023  0.402 0.004 10.620 0.059  0.066
Fig. 2. Block diagram of numerical flow solver.
9 3.000 0.211 0.061 0.025  0.278 0.013 10.652 0.061  0.067
10 3.000 0.225 0.052 0.027  0.177 -0.030 10.862 0.060  0.063

Fig. 3. The ANN model replacing numerical flow solver.

the training process were evaluated externally by using ANN like

an explicit function.
After a successful training, the ANN can easily and reliably
replace the numerical flow solver as represented in Fig. 3. This
allows to calculate the output values in much shorter time, with
compared to the actual flow solver.
An NPL based form, Bailey (1976), is selected as a twin/demi-
hull in the catamaran model. The main characteristics of NPL form Fig. 5. Error histogram of ANN.
are given in Table 1.
An ellipsoid depicted in Fig. 4 is selected as the initial geometry
of the centerbulb. The standard equation of an ellipsoid centered a, b, c values in (4) and longitudinal (xa) and vertical (za) positions
at the origin of a Cartesian coordinate system and aligned with the were chosen as design variables of the centerbulb and varied
axes is randomly in their bounds to create a database for ANN training
process. First 10 rows of a sample database are given in Table 2.
x2 y2 z2 Computations were carried out at the model speed of V¼ 3 m/s
þ þ ¼1 ð4Þ
a2 b2 c2 which corresponds to Fr ¼0.6 in model scale.
230 D.B. Danışman / Ocean Engineering 91 (2014) 227–234

Fig. 6. Regression errors of computed and target resistance values.

Fig. 8. Initial (blue) and optimal (red) centerbulb geometries discretized by

quadrilateral panels for ITU-Dawson. (For interpretation of the references to color
in this figure legend, the reader is referred to the web version of this article.)

3.2. Training and validation of ANN

Fig. 7. The relative error between the target and computed wave resistance values.

The training process of the ANN was started after structuring

the database given in Table 2. During this process, data cases
(rows) are presented to the network one at a time, and the weights
Table 3 associated with the input values are adjusted each time.
Optimal ellipsoid parameters obtained from the optimization process. The network uses the weights and functions in hidden layers,
then compares the resulting output against the desired output by
V [m/s] a b c x [m] z [m] RW-ANN [N] RW-ITUDAWSON [N] processing the records in the training data one at a time. Errors are
3.000 0.141 0.062 0.034  0.259 0.025 9.195 9.130
then propagated back through the system, causing the system to
adjust the weights for application to the next record to be
 D.B. Danışman / Ocean Engineering 91 (2014) 227–234
processed. This process continues iteratively until the values of the
weights converge. Some of the input data is not processed in the
training phase and is used to evaluate output from the ANN.
Fig. 9. Cumulative wave resistance comparison of the catamaran without center-
bulb, and with the initial and the optimal centerbulb.
Fig. 10. Wave resistance comparison (model scale).
Fig. 11. Comparison of wave profiles between the demi-hulls (Fr ¼ 0.60).
231
In this study, a Matlab Neural Network Toolbox is utilized for
training the design variables with respect to the database created
by the flow solver. Figs. 5–7 show the results of training and
validation process. Fig. 5 shows an error histogram for instances vs
errors. According to this figure, the majority of the instances is
close to the zero error, and the errors are smaller than 70.1 for
the rest. According to the training process, 280 Data were used to
train a fully connected ANN with a sigmoid function as its
activation function. 120 Data were used in testing and validation
during the training process. Remaining 100 data which were not
taken into account during the training process were evaluated
externally by using ANN like an explicit function. Fig. 6 includes
target vs output graphs of training, evaluation and test data, where
target stands for the actual value from the database and output
stands for the computed values by the ANN. In Fig. 6 it can be seen
that target vs output curve is very close to y¼ t curve which shows
the success of the training phase. Relative errors between target
and computed values are given in Fig. 7. The average of these
relative errors was below 0.02%. After the training phase the ANN
was ready to be used as an explicit function in the optimization
process.
3.3. Optimization method
A special Matlab subroutine which uses the neural network
weight matrices to imitate the flow solver is created to carry out
the optimization procedure. This special function is used in the
Matlab Optimization Toolbox as the objective function. The
selected optimization algorithm is based on sequential quadratic
programming (SQP) since it is very suitable for constraint optimi-
zation problems whose design variables include upper and lower
bounds. Schittkowski (1985) showed the success of this algorithm
in many aspects such as accuracy, efficiency and number of
successful solutions over a large number of test problems. The
method closely mimics Newton's method for constrained optimi-
zation, (Mathworks, 2013). An overview of SQP is found in Fletcher
(1987), Gill et al. (1981), Hock and Schittkowski (1983) and Powell
(1983).
3.4. Optimization results (computational)
An optimization toolbox created in Matlab uses the fully
trained ANN as the objective function. Optimization parameters
232 D.B. Danışman / Ocean Engineering 91 (2014) 227–234

like upper and lower bounds of the design variables, the max-
imum iteration number and convergence criteria were also intro-
duced to the toolbox. The toolbox reaches the optimum centerbulb
design within 1000 iterations in 10 min on a standard desktop
computer, while the flow solver needs at least 15 min for a single
run. During the computations, several tweaks were made to the
optimization parameters to reach the best solution.
As the result of the optimization process, a new set of design
variables for the optimal centerbulb were obtained and are given
in Table 3. The new centerbulb geometry was developed by using
the optimal design variables and it is integrated to the catamaran.
Fig. 8 shows initial and optimal centrebulbs as integrated and
discretized by quadrilateral panels to the catamaran. Hydrody-
namic characteristics are also investigated by using ITU-DAWSON
and a comparison is given in Table 3 which proves the accuracy of
ANN that calculates the wave resistance with less than 1% error
with respect to the result obtained by ITU-Dawson. Fig. 9 shows a
cumulative wave resistance comparison for the twin hull without
the centerbulb, the twin hull with the centerbulb database and the
twin hull with the initial and optimal centerbulb. Fig. 10 shows a
wave cut comparison of the hull without centerbulb and with
initial and optimal centerbulb, taken from the centerline of the
catamaran.
In Fig. 11, wave resistance values of the catamaran with and
without a centerbulb were also compared to a set of speed values and
15% reduction was found for V¼ 3 m/s (Fr ¼0.6). This wave resistance
gain may correspond to 6% effective power gain in full scale.

Table 4
4. Experimental verification
Specifications of Ata Nutku Ship Model Testing Laboratory.
In parallel with the numerical investigation, the towing tank
Item name Specification tests were carried out to investigate the resistance characteristics
of the NPL form with and without the centerbulb at ITU Ata Nutku
Main towing tank Dimensions: 160 m  6 m  3.4 m
Wavemaker: Flap type Ship Model Testing Laboratory, which is an ITTC class facility.
Carriage speed: 0–6 m/s electronically controlled Ata Nutku Ship Model Testing Laboratory was established in
Maximum towable model length: 5 m 1988. The facility accommodates a towing tank, a cavitation tunnel
Small towing tank Dimensions: 40 m  2 m  1 m and a circulation tank. Ship models have been built by a 5 axes
Maximum towable model length: 1.5 m milling machine since 2009. A specification table gives a brief
Circulation water channel Dimensions: 6 m  3.4 m  1.2 m information about the abilities of the laboratory in Table 4
Speed: 2 m/s 2.5 m long models (model scale of 1/10) were built and twin
Cavitation tunnel Section dimensions: 2 m  0.4 m  0.4 m hulls were fixed at an s/L ratio of 0.3, where s is the spacing
between the centerlines of the demi hulls. The centerbulb was
Stability tank Dimensions: 6 m  4 m  1 m
made of wood and its contribution to the displacement was
5 Axis CNC milling machine Up to 5 m wooden models can be built within neglected. Thus, the draft was kept constant during the experi-
a 0.1 mm accuracy
ments. Particulars of the model are given in Table 1.
The measurements in total resistance tests were acquired by
using an electronic dynamometer and by means of a computer-
aided data acquisition system. The computer aided data acquisi-
tion system was connected to the dynamometer via an AC/DC
converter which converts analog signals from dynamometer to
digital signals. A calibration check is performed before the towing
tests. The data acquisition system acquires 200 samples of resis-
tance readings per second, and measurement result for a single
run is obtained after analyzing 10 s of a recorded data. In order to
demonstrate the level of uncertainty of the test system, error
analysis in Ata Nutku Ship Model Testing Laboratory is periodically
performed according to ITTC Quality manual 7.5-02-01-01. This
analysis involves 3 sets of experimental data at 4 different Froude
numbers. According to the recent error measurements, the system
Fig. 12. Photograph of the NPL catamaran model with optimal centerbulb. has a total of 1.1% uncertainty on the resistance measurements.

Fig. 13. NPL catamaran during the towing tank experiments with and without centerbulb.
 D.B. Danışman / Ocean Engineering 91 (2014) 227–234 233

In Fig. 12, a photograph of an NPL catamaran with centerbulb

can be seen. Studs were used for turbulence stimulation as
recommended in the ITTC quality manual 7.5-01-01-01.
The model was towed for a set of speed values with and
without the centerbulb. The measurements were then analyzed
and extrapolated to the full scale by means of the ITTC-1957
method which is useful for ships operating at Froude numbers
above 0.3. Fig. 13 shows a photo of the catamaran with and
without a centerbulb at V¼3 m/s (Fr ¼0.6) during the towing tests.
The comparisons made for the residual resistance coefficient, the
total resistance and the full scale extrapolated effective power are
given in Figs. 14, 15 and 16, respectively. When the results
interpolated for the same design speed (3 m/s in model scale,
18.54 knots in full scale) it has been found that the optimal
centerbulb reduces the residual resistance by 13% and this reduc-
tion is reflected to the effective power by 5%. To give a quantitative
Fig. 14. Cr comparison with and without centerbulb.
information about the computational and experimental results, all
computed and measured results interpolated for the same Froude
numbers and presented in Table 5.

5. Results and conclusion

Various attempts have been made to reduce the interference

Fig. 15. Model scale RT comparison.
Fig. 16. Pe comparison, extrapolated to the full scale.
resistance of catamarans in the literature. For this purpose asym-
metric hull geometries were used or the gap between the demi-
hulls was optimized within the construction constraints. However,
these attempts have to be made at the preliminary design of
catamarans. They are not applicable to an existing catamaran. The
concept of the centerbulb may be a viable solution to the problem
and is very easy to apply to an existing catamaran as a retrofit.
In order to design an efficient centerbulb, a database was
created by an in house flow solver and used as an input for ANN
which shortens the computation time. Having finished the training
period successfully, ANN was used as an objective function in the
optimization procedure. Computations showed that ANN can
imitate the flow solver within 1.0% accuracy.
The hydrodynamic performance of the NPL catamaran with
optimal centerbulb was investigated numerically and experimen-
tally as well. While numerical study shows 15% reduction in wave
resistance, experimental study comes up with a 13% reduction in
residual resistance and 5% reduction in full scale effective power at
the corresponding speed of Fr ¼0.6
Although there may have been construction and manufacturing
concerns, the results pointed out that integration of a centerbulb
may have a promising future in the fast displacement catamaran
market. The present study may be extended to asymmetric
catamarans and to studies on centerbulb with a freeform shape
including viscous effects, as well. It is worth investigating hydro-
dynamic performance change of a catamaran when the centerbulb
is assembled to the foils that are used as an underwater structural
support in some catamarans.

Table 5
Comparison of experimental and computational results.

Fn NPL Catamaran without a centerbulb NPL Catamaran with the optimal centerbulb

Experimental Computational Experimental Computational

Cr Pe [kW] Cr Pe [kW] Cr Pe [kW] Cr Pe [kW]

0.4 6.311E  03 158.8 7.109E  03 177.1 6.212E  03 178.7 6.292E  03 181.0

0.5 6.566E  03 388.6 6.119E  03 358.6 6.396E  03 377.7 5.719E  03 337.7
0.6 5.232E  03 530.7 5.242E  03 526.4 4.554E  03 503.1 4.477E  03 494.6
0.7 3.896E  03 663.1 4.284E  03 722.1 3.365E  03 652.3 3.526E  03 683.6
234 D.B. Danışman / Ocean Engineering 91 (2014) 227–234
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