SHIP DESIGN FOR SEAKEEPING LECTURE NOTES

2. SEAKEEPING CONSIDERATIONS IN SHIP DESIGN

The operational requirements are not unique for all marine vehicles, but vary with type,
missions and ocean routes. For instance, the operational requirement for a typical merchant
ship, primarily intended to operate between fixed ports, is chiefly determined by the desire to
ensure an optimum fixed-time port-to-port operation. This requirement implies the attainment
of proper speed and minimum course changes. The winds and waves continuously impose
restrictions on these two variables both directly and indirectly. The direct influence is
reflected in an involuntary decrease in ship speed, through increased resistance and/or
reduction of propulsive efficiency. The indirect influence is manifested by the voluntary
changes in speed and course made by the captain of the ship. The orders issued will be
consistent with the need to maintain satisfactory levels of wave-induced phenomena such as
slamming, water on deck, and accelerations and motions. Thus the seakeeping performance
assessment on board ship will be the subjective judgement by the captain based on previous
experience. The criteria applied by the captain will be based primarily on past observation of
the operational consequences of the rough weather behaviour of that particular ship or similar
ships. In the long term, the accumulated data from ship operators and crew influence the
design of ships.

Figure 2.1. Cargo ships in waves

Figure 2.2. Typical software for optimized weather routes based on wave conditions and
seakeeping performance data (http://opencpn.org/ocpn/Plugins_external_weather_routing)

Comfort is considered to be a crucial factor on board passenger ships as it largely determines

passenger satisfaction, on board expenditure and passenger return levels. Ship motions have
physiological effects on human beings and the magnitudes and accelerations of ship motions
have adverse effects on passengers and shipboard personnel. This is particularly case for the

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passengers which are less accustomed to ship motions than the personnel. Therefore,
passenger ships require good seakeeping characteristics to ensure the passengers’ comfort and
avoid seasick passengers.

The discomfort experienced by passengers, as a result of ship motions and accelerations,

relates to seasickness and disruptions during all kinds of on board activities. Seasickness does
not necessarily imply vomiting (the ‘limiting’ case that should be prevented in any way) but
more importantly, it is the sense of feeling unwell, as this drives passengers to stop certain
activities. Seasickness is mainly caused by vertical accelerations but the horizontal
accelerations and the combination of both are also important.

In recent years there has been a clear trend towards either ultra-luxurious cruise ships or ultra
large cruise ships. Luxurious ships typically have a gross tonnage (GT) of less than 50,000
and the number of passengers is often fewer than 500. These cruises are often to exclusive
destinations worldwide, and they call at smaller ports. Due to the relatively limited size of
these vessels, the ship motions play an important role in the comfort levels.

Figure 2.3. Small cruise ship in waves in the Southern Ocean

(http://theadventureblog.blogspot.com.tr/2010/12/antarctic-cruise-ship-loses-engine.html)

Well-being of personnel will be of great importance in naval ships where missions require a
high proportion of the crew to be physically fit to perform key duties. That is, the crew of a
modern warship must often perform demanding and highly skilled operational or maintenance
tasks regardless of weather conditions. The effects of continuous, excessive levels of ship
motions are to degrade crew performance as a result of excessive fatigue and motion sickness.
Certain tasks may become dangerous or even impossible to accomplish, making work
restrictions necessary. Injuries, and in extreme circumstances loss of life, may occur.

Without doubt a modern naval ship is an expensive, complex and valuable system. Highly
powered, lightly built hulls are full of high technology electronics in weapons, sensors and
command and control equipment. This delicate system will be exposed to the harsh
environment of the seas in peace time. But in addition to that the whole system is also
designed for wartime conditions where it has to function under extreme circumstances.

In the case of an Anti-Submarine Warfare (ASW) frigate, the ability to listen and search for
submarines is seriously reduced if the bow emerges or if the hydrodynamic noise due to bow
motion becomes unacceptable. Active sonar is keyed automatically at time intervals
determined by the operating mode and the range setting. If the sonar dome of the ship,
generally located at the bow, comes out of the water when the returning echo reaches the ship

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(this takes approximately 30 seconds for a target at a range of 10 miles) a missed detection
opportunity results. Therefore, the study of bow motion and velocity relative to the water
surface plays a dominant role in attempting to mitigate the detrimental effects that the seaway
may impose on the operational features of this type of vessel.

Figure 2.4. French Frigate, Latouche-Tréville in waves bow pitching (rising and submerging)
http://www.phisicalpsience.com/public/Tumblehome_Hull_DDG-1000/Tumblehome_Hull_DDG-1000.html

Another important aspect of the seakeeping performance of a frigate is the ability to maintain
a high speed in rough weather. Since, in general, only a small part of the total sea time of a
frigate will be spent in calm water, the ability to maintain speed in a seaway should be
considered at least as important as the ability to achieve a specified calm water speed. Bryson
(1984) states that There has been a major shift in emphasis since the Second World War from
requiring high calm water speed to the ability to maintain high speed in rough weather.

Many ship types such as fishing vessels, offshore supply vessels, coast guard vessels and
naval vessels are required to operate in a certain sea area regardless of the adverse weather
conditions. For such vessels, the seakeeping performance, may be the most significant design
feature that determines the operational success of the design.

Figure 2.5. A fishing vessel and a coast guard vessel in waves

2.1. Ship Motions in a Seaway

A ship in a random seaway has 6 degrees of freedom about the xyz axis system, 3 rotary and 3
translatory, as described as follows

Degree of freedom Motion Axis Force/ Moment

1 Surge x X
2 Sway y Y
3 Heave z Z
4 Pitch  K
5 Roll  M
6 Yaw  N

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Figure 2.6. Definition of Coordinate System

Of the 6 rigid body motion, 3 exhibit a linear restoring force. They are the motions of Heave,
Pitch and Roll. Each will be examined in turn.

2.1.1. Heave

The action of the sea can cause the ship to move bodily out of the water or sink below its
waterline. This causes an imbalance between displacement and the buoyant force that creates
a resultant force which attempts to restore the ship to its original waterline. For typical
displacement type vessels heave is not an important response due to the restoring forces
caused by relatively large waterplane area. However, for a surface effect ship (SES) natural
heave oscillations can be excited due to high encounter frequency between the vessel and
waves. The compressed air in the cushion causes heave resonance

Figure 2.7. Generation of heave restoring force

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2.1.2. Pitch

A ship heading into a sea (or in a stern sea) is liable to have situations where the slope of the
waterline causes a movement in the center of buoyancy either forward or back. This
immediately creates an internal righting moment that attempts to restore the vertical alignment
of B and G. As with heave, pitch motions are quickly damped as the oscillation causes the
generation of large wave systems pulling energy from the SHM.

Figure 2.8. Generation of pitch restoring moment

2.1.3. Roll

Roll creates problems in a number way. It can cause structural damage to fittings and
equipment. It can cause people to thrown into bulkheads and equipment, resulting in injuries.
Roll also affects the ability of the crew to perform their duties efficiently. In a warship, most
weapon and sensor systems have roll limitations which severely hamper the capability of the
warship to carry out its prescribed mission. Roll motions combined with lateral wind loads
can cause dangerous heeling angles or even capsizing. When compared with the ship’s
stability characteristics in still water, following waves can cause a considerable reduction of
the transverse stability and unacceptable large roll angles can be the result.

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2.2. Derived Seakeeping Responses

Besides the absolute motions of a vessel in a random seaway, some specific responses that can
in principle be derived from the basic six modes of motion are generally of greatest
importance to the evaluation of seakeeping performance. These include;

 Vertical and lateral motions, velocities and accelerations at specific points,

 Relative motions between a location in the ship and the encountered waves,
 Deck wetness,
 Slamming,
 Wave bending moments and loads on hull and equipment,
 Added resistance and powering in waves,
 Capsizing,
 Broaching.

2.2.1. Vertical and Lateral Motions, Velocities and Accelerations

Vertical and transverse accelerations are one of the main causes of sea sickness. Transverse
accelerations on the ship by combined sway and roll motions can cause a shift of cargos like
ore or grain. Sea-fastenings of containers at deck can collapse by too large accelerations and
vulnerable cargos like fruits can be damaged.

Landing a helicopter on a moving ship at sea is a challenging task, which is further

complicated by the contemporary naval practice of placing frigate and destroyer flight decks
very far aft in the ship. In high sea states, contemporary frigates experience much greater
vertical motion at the flight deck than older ships, on which the flight deck was typically
located closer to the centre of the ship. Relative vertical velocity between the helicopter and
the landing spot is one of the most significant criteria for helicopter operations.

2.2.2. Relative Motions

In addition to the oscillatory responses discussed above, the ship will experience a number of
other dynamic responses. These are typically non-oscillatory and are caused by the relative
motions of the ship and sea. The relative motions can be extreme. They are maximized when a
movement of the ship out of the water due to heave, pitch or roll combines with a lowering of
the sea surface (a trough) or vice versa. When this occurs the following severe non-oscillatory
dynamic responses may result.

The relative motion of a ship to the waves is one of the most important seakeeping
parameters. This is because a close relation exists between the magnitudes of the relative
motions and rarely occurring events. The term rarely occurring events refer to transient
phenomena such as bottom slamming, deck wetness, propeller emergence et cetera which
occur intermittently under certain conditions. Some of these are now considered in a little
more detail.

2.2.3. Deck Wetness

The relative motion of the ship’s bow and the waves can cause situations where the bow of the
ship becomes submerged. Deck wetness or ‘shipping water’ is defined as occurring when the
bow of a vessel plunges into a wave and the water rises above the edge of the deck at the bow

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and washes aboard. As well as the obvious safety hazard to personnel, the extra weight of
shipped water can place considerable loads on the ship structure.

Deck wetness is an important seakeeping phenomenon, which frequently causes voluntary

reductions in ship speed, and threatens ship stability and structural integrity. In extreme
conditions, the frequent shipping of water may lead to the capsize of the vessel; in more
moderate conditions the loss of the vessel is unlikely, but frequent deck wetness may still
cause damage to exposed fittings and deck cargo and make the upper deck untenable for the
crew.

Whatever the type of vessel, wetness is generally regarded as a complaint singling out a ship,
or class of ship, as not being seakindly in spite of any other good qualities they might possess.
In a warship, this may seriously damage the operational effectiveness of the ship by limiting
the ability of the crew to man and reload weapons and to complete tasks such as
replenishment at sea. In aircraft carriers the degree of wetness of the flight deck is one of the
factors, which determines whether flying operations can be undertaken. Dryness is an
important consideration in the design of many, if not all, types of merchant ships. This is
particularly so in fishing vessels, where the crew must be able to work on deck, and in the
smaller coasters and cross-channel ships which are relatively fast and frequently encounter
seas that are both steep and heavy in relation to the size of the vessel.

The severity of deck wetness can range from spray, which reduces operator visibility and
makes topside work dangerous, to massive shipments of green water which threatens the
stability and structural integrity of the ship. Occurrences of the latter are rare because of
voluntary speed reductions and/or changes of course. Such operator actions are, in themselves,
detrimental to the mission effectiveness of the ship; and may be said to constitute the
predominant influence of deck wetness on ship operations.

2.2.4. Slamming

When the forefoot of the ship emerges, an impact can occur at the instant of re-entry. At
certain level of intensity, the hydrodynamic impact of the fore bottom can be noticed by the
crew as a bang and a deceleration in the fore ship, followed by a shudder through the hull
girder. That is, a longitudinal two-dimensional vibration, also called whipping. The intensity
of the hydrodynamic impact is clearly related to the exceedance of a velocity threshold.

Slamming under the fore body has long been recognized as imposing a limit on the
performance of many classes of ships. Cases are reported of ships experiencing bow structural
damage due to severe bottom slamming. Moreover, the psychological effect on a ship operator
of severe slamming is such as to demand a reduction of speed or a change of course and this
subjective reaction will differ from individual to individual.

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Figure 2.9. Slamming

2.2.5. Wave Loads

When a ship proceeds into waves, the distribution of pressure over the hull changes
continuously. To maintain dynamic equilibrium, the ship changes its position accordingly.
The Newton’s second law describes the equivalence of the rate of change of linear and angular
momentum with the external forces and moments acting on the structure. In the case of
constant mass this can also be considered as the maintenance of equilibrium between the
externally applied force and the inertial force. While such an equilibrium condition applies to
the entire ship, it does not necessarily apply to a portion of the ship body. The unbalance
between the inertia and the external forces on that portion of the ship is the load to be borne
by the structure.

There are three different levels at which wave loads may be needed for structural design
purposes:

 Local hydrodynamic pressures on the surface of the hull as a result of ship motions and
ship wave interactions.
 Integrated instantaneous pressures yielding the longitudinal and torsional bending
moments and shear forces.
 Impulsive pressures on local areas of the hull which can cause the vibratory hull response
such as slamming, whipping and springing.

Due to the cyclical nature of the external forces and moments generated by the wave system,
the ship structure is subjected to these stresses listed above in a cyclical manner, the frequency
of which being equivalent to the encounter frequency (ωe).

As with any structure, the ship structure will have its own natural frequency. In fact it will
have many, one associated with each of the major loads - longitudinal bending, torsion and
transverse stresses. It will also have numerous others associated with the elements of ship
structure such as stiffeners plates, machinery mounts etc. Just as with the rigid body motions,
the amplitude of structural oscillations will be maximized when their natural frequency
coincide with the encounter frequency (ωe). This must be avoided otherwise it is possible that
yield stresses and endurance limits will be exceeded causing plastic deformation and a much
higher risk of fatigue failure.

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Figure 2.10. Containership broken in waves

2.2.6. Capsizing

In extreme cases excessive rolling may lead to ship capsize. This is especially so for small
vessels in breaking beam waves. Larger vessels are more at risk in quartering and following
seas to broaching. Three possible reasons are suggested for a ship capsizing:

 Rolling motions caused by cyclic variations of the metacentric height.

 Loss of stability when the wavelength and celerity are similar to the length and speed of
the ship, respectively.
 Broaching at wavelengths of about twice the ship length.

2.2.7. Added Resistance and Powering in Waves

The effects of all these seakeeping responses is to increase the effective resistance of the hull,
consequently more power is required to drive the ship through the waves. Furthermore, the
efficiency of the propellers are reduced in waves which cause further speed reductions in
waves.

As mentioned, the non-oscillatory dynamic responses above are all a consequence of the
relative motion of the ship and sea. In particular, the larger the amplitude of the ship’s heave
and pitch motions the greater the possibility of shipping water, slamming etc. Hence, the
frequency of these adverse ship responses can be reduced by making every attempt to reduce
heave and pitch motions. This can be done by ensuring neither of these motions are at
resonance. Changing the encounter frequency by alterations in course heading and speed may
help.

2.2.8. Broaching

Broaching is the sudden and uncontrollable turning of a ship to a beam on orientation to the
sea. If the sea is big enough and has sufficient wave slope, there is then a high risk of capsize.
In certain circumstances when in large waves, it is possible for a ship to surf. The prolonged
change in shape of the water plane can have an adverse effect on stability. Both these
responses are the result of the ship traveling in large following seas at speeds close to the
wave celerity. This should be avoided if at all possible.

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2.2.9. Racing of Propeller

Racing is the sterns version of forefoot emergence. It occurs when the relative motion of
ship and sea causes the propeller to leave the water. The sudden reduction in resistance
causes the whole ship power train to race. This causes severe wear and tear on propulsion
machinery and auxiliaries.

2.3. Seakeeping Performance Characteristics

Seakindliness cannot be expressed as a single quality. A seakindly vessel should ship little
water, should pitch and roll only moderately, should not lose too much speed in rough
weather, et cetera. The importance of each of these factors has to be balanced one against the
other. In order to simplify the problem the different aspects of seakeeping can be studied
under the four major categories of Habitability, Operability, Mobility and Survivability. Each
of the characteristics in the indicated categories is shown in Table 2.1.

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Table 2.1. Characteristics degrading seakeeping performance

Seakeeping Habitability Operability Mobility Survivability

Characteristic
Crew fatigue and inefficiency Cargo damage and movement Added wave resistance Structural failure of hull
Personnel injury Equipment inoperability Voluntary speed reduction Capsize
Low morale Reduced sensor efficiency Voluntary course change Main engine failure
Combination of
absolute motion, Reduced task proficiency Fatigue damage to main hull Reduced propulsive efficency
velocity and Passenger discomfort Crew motion sickness
accelerations Fatigue damage to minor Fear of capsize
structure
Movement of loose gear Equipment damage or loss
Whipping vibration Cargo damage Voluntary speed reduction Structural fatigue failure
Personnel fatigue Fear of structural damage Voluntary course change Impact failure of plating
Personnel injury Equipment failure, e.g of sonar
Increased maintenance due to
Slamming vibration damage
Personnel injury Damage to deck mounted Voluntary speed reduction Bow structural failure
equipment
Deck Wetness Reduced visibility from bridge Damage to deck cargo Voluntary course change Severe icing leading to capsize
Dampness in accommodation Work restrictions due to loss of
deck access
Leisure restriction due to loss of
access
Increased maintenance of Fear of damage to main Voluntary speed reduction Main engine failure
Propeller machinery machinery
emergence Vibration

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2.3.1. Habitability

The crew of a ship must often perform demanding and highly skilled tasks at sea. The
effectiveness of the crew will be degraded by ship motions which cause excessive fatigue and
seasickness. Furthermore, some tasks may become impossible to accomplish which seriously
affects the operational characteristics of the vessel.

Habitability requires maintenance of those conditions in a seaway in which passenger comfort

is ensured and the crew can effectively perform their duties with minimum performance
degradation. These requirements depend on missions of the particular ship. A much higher
degree of habitability will be required for a passenger vessel than for other types of merchant
ships. Similarly, habitability will be of great importance in naval ships where missions require
a high proportion of the crew to be physically fit to perform key duties. That is, the crew of a
modern warship must often perform demanding and highly skilled operational or maintenance
tasks regardless of weather conditions. The effects of continuous, excessive levels of ship
motions are to degrade crew performance as a result of excessive fatigue and motion sickness.
Certain tasks may become dangerous or even impossible to accomplish, making work
restrictions necessary. Injuries, and in extreme circumstances loss of life, may occur.

A key factor affecting the ability of crew to properly function is the level of vertical and lateral
accelerations to which they are subjected. Normalizing the acceleration levels with respect to
the gravitational acceleration, g, the human tolerance levels presented in Figure 2.11 relate
to linear, steady oscillating motions of different frequencies.
2
az (m/s )
10

8.0

6.3

5.0

4.0

3.15 MOTION SICKNESS

REGION
2.5

2.0

1.6

1.25
30 min.
1.0

0.8

0.63
2h
0.50

0.40

0.315
8h
0.25

0.20

0.16

0.125

0.10 fc(Hz)
0.1 0.315 0.63 1.0

Figure 2.11 ISO 2631 "severe discomfort boundaries"

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2.3.2. Operability

Ship operability in the context of seakeeping relates to the proper operation of all mechanical
equipment or instrumentation systems, the safety of cargo and the ability of the ship to
perform duties in a seaway environment. Seakeeping pervades the operability of any system
and subsystem of the ship. Ship motions lead to extreme effects like bow slamming or green
water on deck and attending high loads that can cause damage to the hull and the equipment
topside. Excessive motions also lead to substantial weather slowdown or necessitate an
unsolicited change of course. The motions and high level of accelerations degrade crew
performance through restricted movement, increased fatigue and ultimately seasickness.

In heavy seas, the hull may suffer damage from bottom and flare slamming. Indeed, the
possibility that slamming damage may occur is of concern to ship operators, and is the
primary motivation behind decisions to reduce ship speed or change course in adverse sea
conditions. Other structural problems include damage to the superstructure from green water,
whipping, and fatigue.

Performance degradation of equipment is particularly important for warships and can take
many forms, for example: reduced accuracy of weapons, reduced detection capability of
sensors, and loss of propulsive efficiency. With increasing ship motions, the probability of
breakdowns also increases, as well as the susceptibility to damage from inertial loads and
green water. The ship can also suffer cargo or equipment loss such as containers or the loss of
towed sonar.

For a warship the prime objective is to be able to operate all weapon and sensor systems
efficiently. However, most weapon-sensor systems have motion limits. For instance, for an
anti-submarine warfare frigate the ability to operate its sonar and helicopter is vital in a war
against submarines, which are far less affected by the waves and winds. This ability will be
seriously reduced and even lost if the motions exceed certain limits.

The operation of helicopter from frigates and destroyers deserves special mention. The
helicopter is an extremely potent weapon system and provides these small to medium sized
warships with a high capability in terms of both scope and flexibility of tasks. The
detrimental effects of the seaway are: slowdown in operations, landing and take-off
restrictions, restricted on deck movement, reduced capability to refuel and rearm, and, at
worst, damage.

For merchant ships with open deck cargo loadings, such as container ships, or with cargoes
requiring good shorings, the motion-induced accelerations dictate the shoring design loads. It
is a well-known problem for tankers, or other liquid-carrying ships, that motion-induced
liquid sloshing can cause serious internal structural damage.

2.3.3. Mobility

Ship mobility is measured through the ratio of the average speed of that ship on the designed
route to the calm water speed. The attainable speed of large, full formed low-powered ships
in rough seas is determined primarily by involuntary speed reduction or nominal speed loss
due to the added resistance in waves and wind, and the changes in propulsive factors and
propeller characteristics in waves. These ships are typically super tankers, large bulk carriers
or aircraft carriers. Their low Froude numbers means that any slowing down due to rough
seas is sufficient to remove the need for any voluntary speed reduction to avoid the problems

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of severe motions. For those ships with moderate to high Froude number there will be
voluntary speed reductions or changes of course to ease severe motions and extreme effects.

MAX CALM SPEED AT FULL

WATER POWER
SPEED

SPEED (POWER LIMITED)

SPEED

MAX ATTAINABLE
SPEED

SPEED (MOTION LIMITED)

SEA STATE
Figure 2.12. Speed reduction in a seaway.

Figure 2.12 qualitatively illustrates how attainable speed varies with increasing sea state
number. It shows both the involuntary speed reduction, caused by added resistance and
reduced propulsive efficiency, and the voluntary speed reduction caused by extreme effects
such as deck wetness. As the sea state severity increases so the amplitudes of ship motions
increase, and eventually, the motions of the ship will become so severe that the captain will
reduce speed and/or change course to maintain the ability of his crew to carry out their
functions, to ensure the comfort of passengers or to avoid possible damage to the ship or its
payload. These speed reductions and heading changes are called voluntary, because they are
brought about by a decision of the captain and are not imposed by factors like added resistance
or decreased propulsive efficiency over which he has no control.

Lewis (1960) studied log data for a number of voyages of different types of cargo ships in
winter North Atlantic service. The analysis of the logbooks highlights the following
consistent patterns regarding speed losses:

 As sea conditions increase in severity the ship speed falls of slowly at first and then more
rapidly. This falling off is much more pronounced for high-powered ships.
 The speed reduction is greatest in head seas and is appreciably less as the direction swings
around to bow, beam, and quartering. In fact, a moderate quartering or following sea may
actually increase the speed of a ship.
 The greatest reductions in speed in rough seas are found to result from voluntary
reductions of power. Consequently, it appears that it is ship motions rather than lack of
power, which ordinarily limit rough weather speeds. Entries in ships' logs suggest that the
most frequent difficulty in the fully load condition is the shipping of heavy seas. However,
when in the ballast condition, bottom slamming is usually the immediate cause of speed
reductions. High accelerations associated with pitching and heaving do not ordinarily
seem to be a reason for speed reductions in cargo ships.

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 Log entries indicate that large amplitudes of rolling, with large accelerations often cause a
change in course. A speed reduction usually follows such a course change.

2.3.4. Survivability

The ultimate requirement of an acceptable ship design is whether or not the ship can
effectively carry out its mission under all severe sea conditions. Survivability is concerned
with what happens to the ship when conditions become so rough that the ship or any of its
major subsystems such as the hull or machinery are in danger of damage or destruction. The
environment is now one of the very severe storms experienced by a ship only once or twice in
its lifetime. Habitability is no longer of primary concern, and operability is important only
with respect to most essential subsystems.

The primary structural strength of ships, the righting moment for roll and the floodable
lengths are based on the survivability criteria. Historical design practices, Classification
society rules and safety regulations all emphasize the survivability of ships in extreme sea
conditions. Compared to the habitability, operability and mobility criteria, the survivability
criteria to be met in hull designs seems to be better defined and well exercised.

ASSIGNMENT 1

Prepare a short report about the seakeeping performance requirements for the following
marine vehicle type

508211104 Erhan Sökmen Fast Attack Craft

508211120 Sudenur Çelikel Offshore Supply Vessel
508211121 Şeref Can Ulu Catamaran Ferry
508222102 Behzad Peydaei Cruise Ship
508222104 Erdem Acar Frigate
508222105 Özden İlkan Aydın Offshore Patrol Vessel
922210025 Sergiusz Goliński Hydrofoil
Fishing Vessel
Hovercraft
Megayacht
Trimaran

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