scholarly journals Numerical Investigation of the Shallow Water Effect on the Total Resistance, Vertical Motion and Wave Profile of a Container Ship Model

2021 ◽  
Vol 1182 (1) ◽  
pp. 012005
Author(s):  
A Bekhit ◽  
F Popescu

Abstract A ship sailing in shallow water is affected by the interaction between the moving hull and the seabed in different forms such as: significant increase in total resistance, increase in the sinkage and trim that may result in squatting effect, a change in wave pattern and increased wave amplitude, a change in the propeller wake field and an altered propeller and manoeuvring performance. In order to investigate the influence of shallow water on a container ship that is assumed to be subjected to work in different water depths, the KRISO container ship model is analysed in both deep and shallow water, with a special focus on the change in resistance, vertical motion and wave profile. A viscous flow simulation is performed first to predict the ship performance in deep water and the results are compared with the experimental data that are available in the public domain. Then, the critical shallow water condition is investigated and the obtained results are compared against those formerly obtained in deep water. The numerical simulations are performed using the viscous flow solver ISIS-CFD of the FINETM/Marine software provided by NUMECA. The solver is based on the finite volume method to build the spatial discretization of the transport equation in order to solve the Reynolds-Averaged Navier-Stokes (RANS) equations. Closure to turbulence is achieved using the Menter Shear Stress Transport (K-ω SST) model, while the free-surface is captured through an air-water interface based on the Volume of Fluid (VOF) method. The comparison between the numerically obtained results and the available EFD data showed a satisfactory congruence.

Author(s):  
Elton J. B. Ribeiro ◽  
Zhimin Tan ◽  
Yucheng Hou ◽  
Yanqiu Zhang ◽  
Andre Iwane

Currently the oil and gas industry is focusing on challenging deep water projects, particularly in Campos Basin located coast off Brazil. However, there are a lot of prolific reservoirs located in shallow water, which need to be developed and they are located in area very far from the coast, where there aren’t pipelines facilities to export oil production, in this case is necessary to use a floating production unit able to storage produced oil, such as a FPSO. So, the riser system configuration should be able to absorb FPSO’s dynamic response due to wave load and avoid damage at touch down zone, in this case is recommended to use compliant riser configuration, such as Lazy Wave, Tethered Wave or Lazy S. In addition to, the proposed FPSO for Tubarão Martelo development is a type VLCC (Very Large Crude Carrier) using external turret moored system, which cause large vertical motion at riser connection and it presents large static offset. Also are expected to install 26 risers and umbilicals hanging off on the turret, this large number of risers and umbilicals has driven the main concerns to clashing and clearance requirement since Lazy-S configuration was adopted. In this paper, some numerical model details and recommendations will be presented, which became a feasible challenging risers system in shallow water. For instance, to solve clashing problem it is strictly recommended for modeling MWA (Mid Water Arch) gutter and bend stiffener at top I-tube interface, this recommendation doesn’t matter in deep water, but for shallow water problem is very important. Also is important to use ballast modules in order to solve clashing problems.


2020 ◽  
Vol 64 (01) ◽  
pp. 61-80
Author(s):  
Ping-Chen Wu ◽  
Md. Alfaz Hossain ◽  
Naoki Kawakami ◽  
Kento Tamaki ◽  
Htike Aung Kyaw ◽  
...  

Ship motion responses and added resistance in waves have been predicted by a wide variety of computational tools. However, validation of the computational flow field still remains a challenge. In the previous study, the flow field around the Korea Research Institute for Ships and Ocean Engineering (KRISO) Very Large Crude-oil Carrier 2 tanker model with and without propeller condition and without rudder condition was measured by the authors, as well as the resistance and self-propulsion tests in waves. In this study, the KRISO container ship model appended with a rudder was used for the higher Froude number .26 and smaller block coefficient .65. The experiments were conducted in the Osaka University towing tank using a 3.2-m-long ship model for resistance and self-propulsion tests in waves. Viscous flow simulation was performed by using CFDShip-Iowa. The wave conditions proposed in Computational Fluid Dynamics (CFD) Workshop 2015 were considered, i.e., the wave-ship length ratio λ/L = .65, .85, 1.15, 1.37, 1.95, and calm water. The objective of this study was to validate CFD results by Experimental Fluid Dynamics (EFD) data for ship vertical motions, added resistance, and wake flow field. The detailed flow field for nominal wake and self-propulsion condition will be analyzed for λ/L = .65, 1.15, 1.37, and calm water. Furthermore, bilge vortex movement and boundary layer development on propeller plane, propeller thrust, and wake factor oscillation in waves will be studied.


2019 ◽  
Author(s):  
Qingsong Zeng ◽  
Robert Hekkenberg ◽  
Cornel Thill

Abstract In ship model tests, a model-ship correlation line (e.g., the ITTC57 formula) is used to calculate the frictional resistance of both the ship and its scaled model. However, this line is designed for deep water and the effects of water depth is not considered. Research has been conducted to improve the correlation line in shallow water, but studies of the extremely shallow water case (depth/draft, h/T < 1.2) are rare. This study focuses on the friction of two ship types in extremely shallow water, where the ship’s boundary layer cannot develop freely. The physical details are analyzed based on the data generated with Computational Fluid Dynamics (CFD) calculations. The results show that for certain ship types at the same Reynolds number, the frictional resistance becomes smaller when the water is shallower. The geometry of the ship, in addition to the Reynolds number, becomes essential to the prediction of ship’s friction in extremely shallow water. Therefore, this scenario is different from intermediate shallow and deep water, and the prediction method should be considered separately. The data and analysis shown in this study can help to improve the understanding and prediction of ship’s frictional resistance in extremely shallow water.


2021 ◽  
Vol 9 (6) ◽  
pp. 563
Author(s):  
Guangyu Shi ◽  
Alexandros Priftis ◽  
Yan Xing-Kaeding ◽  
Evangelos Boulougouris ◽  
Apostolos D. Papanikolaou ◽  
...  

This paper numerically investigates the resistance at full-scale of a zero-emission, high-speed catamaran in both deep and shallow water, with the Froude number ranging from 0.2 to 0.8. The numerical methods are validated by two means: (a) Comparison with available model tests; (b) a blind validation using two different flow solvers. The resistance, sinkage, and trim of the catamaran, as well as the wave pattern, longitudinal wave cuts and crossflow fields, are examined. The total resistance curve in deep water shows a continuous increase with the Froude number, while in shallow water, a hump is witnessed near the critical speed. This difference is mainly caused by the pressure component of total resistance, which is significantly affected by the interaction between the wave systems created by the demihulls. The pressure resistance in deep water is maximised at a Froude number around 0.58, whereas the peak in shallow water is achieved near the critical speed (Froude number ≈ 0.3). Insight into the underlying physics is obtained by analysing the wave creation between the demihulls. Profoundly different wave patterns within the inner region are observed in deep and shallow water. Specifically, in deep water, both crests and troughs are generated and moved astern as the increase of the Froude number. The maximum pressure resistance is accomplished when the secondary trough is created at the stern, leading to the largest trim angle. In contrast, the catamaran generates a critical wave normal to the advance direction in shallow water, which significantly elevates the bow and creates the highest trim angle, as well as pressure resistance. Moreover, significant wave elevations are observed between the demihulls at supercritical speeds in shallow water, which may affect the decision for the location of the wet deck.


2019 ◽  
Vol 62 (6) ◽  
pp. 577-586 ◽  
Author(s):  
Frithjof C. Küpper ◽  
Konstantinos Tsiamis ◽  
Niko Rainer Johansson ◽  
Akira F. Peters ◽  
Maria Salomidi ◽  
...  

Abstract Parts of the macroalgal flora of the eastern Mediterranean remain incompletely known. This applies in particular to the circalittoral communities. This study, based upon 2 cruises in the Ionian and Aegean Seas, surveyed benthic communities from 40 to 150 m depth by remotely-operated vehicle (ROV) with a special focus on detecting communities of the Mediterranean deep-water kelp Laminaria rodriguezii. These were complemented by shallow-water surveys on adjacent coastlines by snorkelling and scuba diving. While no kelp could be detected at any of the sites surveyed, ROV surveys of northern Euboia Island revealed the first east Mediterranean record of Sebdenia monnardiana (Sebdeniales, Rhodophyta). Snorkelling surveys on the coast of southeast Kefalonia yielded the first record of the alien alga Dictyota cyanoloma in Greece. This paper reports rbcL and SSU sequences for Sebdenia monnardiana, and COI for Dictyota cyanoloma.


Author(s):  
Guangyu Shi ◽  
Alexandros Priftis ◽  
Yan Xing-Kaeding ◽  
Evangelos Boulougouris ◽  
Apostolos Papanikolaou ◽  
...  

The present paper investigates numerically the resistance at full-scale of a zero-emission, high-speed catamaran in both deep and shallow water, with the Froude number ranging from 0.2 to 0.8. The numerical methods are validated by two means: a) comparison with available model tests; b) a blind validation using two different flow solvers. The resistance, sinkage and trim of the catamaran, as well as the wave pattern, longitudinal wave cuts and cross-flow fields, are examined. The total resistance curve in deep water shows a continuous increase with the Froude number while in shallow water, a hump is witnessed near the critical speed. This difference is mainly caused by the pressure component of total resistance, which is significantly affected by the interaction between the wave systems created by the demihulls. The pressure resistance in deep water is maximised at a Froude number around 0.58, whereas the peak in shallow water is achieved near the critical speed (Froude number ≈ 0.3). Insight into the underlying physics is obtained by analysing the wave creation between the demihulls. Profoundly different wave patterns within the inner region are observed in deep and shallow water. Specifically, in deep water, both crests and troughs are generated and moved astern as the increase of the Froude number. The maximum pressure resistance is accomplished when the secondary trough is created at the stern, leading to the largest trim angle. In contrast, the catamaran generates a critical wave normal to the advance direction in shallow water, which significantly elevates the bow and creates the highest trim angle as well as pressure resistance. Moreover, significant wave elevations are observed between the demihulls at supercritical speeds in shallow water which may affect the decision for the location of the wet deck.


2008 ◽  
Author(s):  
Jonathan Stewart ◽  
Paul Alexander Dunn ◽  
Colin Lyttle ◽  
Kirt Campion ◽  
Adedayo Oyerinde ◽  
...  

Author(s):  
Jon R. Ineson ◽  
John S. Peel

NOTE: This article was published in a former series of GEUS Bulletin. Please use the original series name when citing this article, for example: Ineson, J. R., & Peel, J. S. (1997). Cambrian shelf stratigraphy of North Greenland. Geology of Greenland Survey Bulletin, 173, 1-120. https://doi.org/10.34194/ggub.v173.5024 _______________ The Lower Palaeozoic Franklinian Basin is extensively exposed in northern Greenland and the Canadian Arctic Islands. For much of the early Palaeozoic, the basin consisted of a southern shelf, bordering the craton, and a northern deep-water trough; the boundary between the shelf and the trough shifted southwards with time. In North Greenland, the evolution of the shelf during the Cambrian is recorded by the Skagen Group, the Portfjeld and Buen Formations and the Brønlund Fjord, Tavsens Iskappe and Ryder Gletscher Groups; the lithostratigraphy of these last three groups forms the main focus of this paper. The Skagen Group, a mixed carbonate-siliciclastic shelf succession of earliest Cambrian age was deposited prior to the development of a deep-water trough. The succeeding Portfjeld Formation represents an extensive shallow-water carbonate platform that covered much of the shelf; marked differentiation of the shelf and trough occurred at this time. Following exposure and karstification of this platform, the shelf was progressively transgressed and the siliciclastics of the Buen Formation were deposited. From the late Early Cambrian to the Early Ordovician, the shelf showed a terraced profile, with a flat-topped shallow-water carbonate platform in the south passing northwards via a carbonate slope apron into a deeper-water outer shelf region. The evolution of this platform and outer shelf system is recorded by the Brønlund Fjord, Tavsens Iskappe and Ryder Gletscher Groups. The dolomites, limestones and subordinate siliciclastics of the Brønlund Fjord and Tavsens Iskappe Groups represent platform margin to deep outer shelf environments. These groups are recognised in three discrete outcrop belts - the southern, northern and eastern outcrop belts. In the southern outcrop belt, from Warming Land to south-east Peary Land, the Brønlund Fjord Group (Lower-Middle Cambrian) is subdivided into eight formations while the Tavsens Iskappe Group (Middle Cambrian - lowermost Ordovician) comprises six formations. In the northern outcrop belt, from northern Nyeboe Land to north-west Peary Land, the Brønlund Fjord Group consists of two formations both defined in the southern outcrop belt, whereas a single formation makes up the Tavsens Iskappe Group. In the eastern outcrop area, a highly faulted terrane in north-east Peary Land, a dolomite-sandstone succession is referred to two formations of the Brønlund Fjord Group. The Ryder Gletscher Group is a thick succession of shallow-water, platform interior carbonates and siliciclastics that extends throughout North Greenland and ranges in age from latest Early Cambrian to Middle Ordovician. The Cambrian portion of this group between Warming Land and south-west Peary Land is formally subdivided into four formations.The Lower Palaeozoic Franklinian Basin is extensively exposed in northern Greenland and the Canadian Arctic Islands. For much of the early Palaeozoic, the basin consisted of a southern shelf, bordering the craton, and a northern deep-water trough; the boundary between the shelf and the trough shifted southwards with time. In North Greenland, the evolution of the shelf during the Cambrian is recorded by the Skagen Group, the Portfjeld and Buen Formations and the Brønlund Fjord, Tavsens Iskappe and Ryder Gletscher Groups; the lithostratigraphy of these last three groups forms the main focus of this paper. The Skagen Group, a mixed carbonate-siliciclastic shelf succession of earliest Cambrian age was deposited prior to the development of a deep-water trough. The succeeding Portfjeld Formation represents an extensive shallow-water carbonate platform that covered much of the shelf; marked differentiation of the shelf and trough occurred at this time. Following exposure and karstification of this platform, the shelf was progressively transgressed and the siliciclastics of the Buen Formation were deposited. From the late Early Cambrian to the Early Ordovician, the shelf showed a terraced profile, with a flat-topped shallow-water carbonate platform in the south passing northwards via a carbonate slope apron into a deeper-water outer shelf region. The evolution of this platform and outer shelf system is recorded by the Brønlund Fjord, Tavsens Iskappe and Ryder Gletscher Groups. The dolomites, limestones and subordinate siliciclastics of the Brønlund Fjord and Tavsens Iskappe Groups represent platform margin to deep outer shelf environments. These groups are recognised in three discrete outcrop belts - the southern, northern and eastern outcrop belts. In the southern outcrop belt, from Warming Land to south-east Peary Land, the Brønlund Fjord Group (Lower-Middle Cambrian) is subdivided into eight formations while the Tavsens Iskappe Group (Middle Cambrian - lowermost Ordovician) comprises six formations. In the northern outcrop belt, from northern Nyeboe Land to north-west Peary Land, the Brønlund Fjord Group consists of two formations both defined in the southern outcrop belt, whereas a single formation makes up the Tavsens Iskappe Group. In the eastern outcrop area, a highly faulted terrane in north-east Peary Land, a dolomite-sandstone succession is referred to two formations of the Brønlund Fjord Group. The Ryder Gletscher Group is a thick succession of shallow-water, platform interior carbonates and siliciclastics that extends throughout North Greenland and ranges in age from latest Early Cambrian to Middle Ordovician. The Cambrian portion of this group between Warming Land and south-west Peary Land is formally subdivided into four formations.


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