A Numerical Study of Spray Strips Analysis on Fridsma Hull Form

Spray strips are deflectors added to the hull to reduce the Wetted Surface Area (WSA). The reduced WSA will decrease the total ship drag caused by the deflection of the spray strip installation. The research aimed to predict the function of the spray strip to improve ship performance using Computational Fluid Dynamics (CFD). The numerical approach in this study used the Finite Volume Method (FVM) with the RANS (Reynolds-averaged Navier–Stokes) equation to solve fluid dynamics problems. VOF (Volume of Fluid) was used to model the water and air phases. The results of this study indicated that the number of spray strips would have a significant effect compared to without using a spray strip. Spray strips with three strips could reduce the total resistance by 4.9% at Fr 1.78. Spray strips would increase the total resistance value by 2.1% at low speeds. Spray strips were effective for reducing total resistance at Fr > 1 or the planing mode conditions. The total resistance prediction used three suggestion profiles with the best performance to reduce total resistance by 6.0% at Fr 1.78.

Modelling of Parametric Resonance for Heaving Buoys with Position-Varying Waterplane Area

Exploiting parametric resonance may enable increased performance for wave energy converters (WECs). By designing the geometry of a heaving WEC, it is possible to introduce a heave-to-heave Mathieu instability that can trigger parametric resonance. To evaluate the potential of such a WEC, a mathematical model is introduced in this paper for a heaving buoy with a non-constant waterplane area in monochromatic waves. The efficacy of the model in capturing parametric resonance is verified by a comparison against the results from a nonlinear Froude–Krylov force model, which numerically calculates the forces on the buoy based on the evolving wetted surface area. The introduced model is more than 1000 times faster than the nonlinear Froude–Krylov force model and also provides the significant benefit of enabling analytical investigation techniques to be utilised.

Computational Simulations of Wide-Beam Air-Cavity Hull in Waves

An effective method to reduce ship drag is to supply air under specially profiled bottom with the purpose to decrease wetted surface area of the hull and thus its water resistance. Although such systems have been installed on some vessels, the broad implementation of this technique has not yet occurred. A major problem is how to sustain air lubrication in rough water. Modeling of air-ventilated flows is challenging, but modern computational fluid dynamics tools can provide valuable insight. In this study, a wide-beam, shallow-draft hull with a bottom air cavity is considered. This hull imitates a semi-planing boat that can be used for fast transportation of cargo from large marine vessels to shallow shores. To simulate fluid flow around this hull in calm water and head waves, as well as heave and pitch motions of the boat, CFD software Star-CCM+ has been employed. It is found that the air cavity effectiveness decreases in waves; vertical accelerations exhibit high-frequency oscillations; and heave, pitch and vertical accelerations increase, while time-averaged heave, pitch and added drag show non-monotonic behavior with increasing wave amplitude. The air-cavity hull also demonstrates substantially lower vertical accelerations in waves in comparison with a similar solid hull without bottom recess. Time histories of kinematic parameters and distributions of flow field variables presented in this paper can be insightful for developers of air-cavity hulls.

Proxy-based model to assess the relative contribution of ballast water and biofouling’s potential propagule pressure and prioritize vessel inspections

Commercial shipping is the primary pathway of introduction for aquatic nonindigenous species (NIS), mainly through the mechanisms of ballast water and biofouling. In response to this threat, regulatory programs have been established across the globe to regulate and monitor commercial merchant and passenger vessels to assess compliance with local requirements to reduce the likelihood of NIS introductions. Resource limitations often determine the inspection efforts applied by these regulatory agencies to reduce NIS introductions. We present a simple and adaptable model that prioritizes vessel arrivals for inspection using proxies for potential propagule pressure (PPP), namely a ships’ wetted surface area as a proxy for the likelihood of biofouling-mediated PPP and ballast water discharge volume as a proxy for ballast water-mediated PPP. We used a California-specific dataset of vessels that arrived at California ports between 2015 and 2018 to test the proposed model and demonstrate how a finite set of inspection resources can be applied to target vessels with the greatest PPP. The proposed tool is adaptable by jurisdiction, scalable to different segments of the vessel population, adjustable based on the vector of interest, and versatile because it allows combined or separate analyses of the PPP components. The approach can be adopted in any jurisdiction across the globe, especially jurisdictions without access to, or authority to collect, risk profiling data or direct measurements for all incoming vessel arrivals.

Proxy-based model to assess the relative contribution of ballast water and biofouling’s potential propagule pressure and prioritize vessel inspections

Commercial shipping is the primary pathway of introduction for aquatic nonindigenous species, mainly through the mechanisms of ballast water and biofouling. In response to this threat, regulatory programs have been established across the globe to regulate and monitor commercial merchant and passenger vessels to assess compliance with local requirements to reduce the likelihood of NIS introductions. Resource limitations often determine the inspection efforts applied by these regulatory agencies to reduce NIS introductions. We present a simple and adaptable model that prioritizes vessel arrivals for inspection using proxies for potential propagule pressure, namely a ships’ wetted surface area as a proxy for the likelihood of biofouling-mediated potential propagule pressure and ballast water discharge volume as a proxy for ballast water-mediated potential propagule pressure. We used a California-specific dataset of vessels that arrived at California ports between 2015 and 2018 to test the proposed model and demonstrate how a finite set of inspection resources can be applied to target vessels with the greatest potential propagule pressure. The proposed tool is adaptable by jurisdiction, scalable to different segments of the vessel population, adjustable based on the vector of interest, and versatile because it allows combined or separate analyses of the PPP components. The approach can be adopted in any jurisdiction across the globe, especially jurisdictions without access to, or authority to collect, risk profiling data or direct measurements for all incoming vessel arrivals.

Numerical Modelling of a Planing Craft with a V-Shaped Spray Interceptor Arrangement in Calm Water

V-shaped spray interceptors are a novel concept of spray deflection on planing craft. Conventional spray rails are positioned longitudinally on the bottom of the hull and detach the spray from hull deflecting it towards the sides or slightly down and aftward. The V-shaped spray interceptors, on the other hand, are located in the spray area forward of the stagnation line such that they would deflect the oncoming spray down and aftward, thereby producing a reaction force that reduces the total resistance. An experimental study reported that the V-shaped spray interceptors to reduce the total resistance at low planing speed by up to 4%. This paper features a numerical comparison of two planing craft, one equipped with a conventional setup of longitudinal spray rails and the other with a V-shaped spray interceptor. Both configurations were simulated in calm water conditions and were free to pitch and heave in a speed range of Fr∇ = 1.776 to 3.108. The numerical model was analyzed for grid sensitivity and numerical results were compared with experimental results. The two concepts were compared in terms of total resistance, lift, running position and wetted surface area. Conventional spray rails were shown to account for up to 5.6% of total lift and up to 6.5% of total resistance. The V-shaped spray interceptor was shown to reduce the total resistance by up to 8%. Since the V-shaped spray interceptor was located in the spray area forward of the stagnation line, it deflected the oncoming spray thereby producing a horizontal reaction force (-1.5% of RTM) in the direction of the craft’s motion. The rest of differences in the total resistance of the hulls equipped with the conventional spray rails and the V-shaped spray rails was due to absence of the resistance of the absent spray rails.

Simulation of Air–Water Interface Effects for High-speed Planing Hull

High-speed planing crafts have successfully evolved through developments in the last several decades. Classical approaches such as inviscid potential flow–based methods and the empirically based Savitsky method provide general understanding for practical design. However, sometimes such analyses suffer inaccuracies since the air–water interface effects, especially in the transition phase, are not fully accounted for. Hence, understanding the behaviour at the transition speed is of fundamental importance for the designer. The fluid forces in planing hulls are dominated by phenomena such as flow separation at various discontinuities viz., knuckles, chines and transom, with resultant spray generation. In such cases, the application of potential theory at high speeds introduces limitations. This paper investigates the simulation of modelling of the pre-planing behaviour with a view to capturing the air–water interface effects, with validations through experiments to compare the drag, dynamic trim and wetted surface area. The paper also brings out the merits of gridding strategies to obtain reliable results especially with regard to spray generation due to the air–water interface effects. The verification and validation studies serve to authenticate the use of the multi-gridding strategies on the basis of comparisons with simulations using model tests. It emerges from the study that overset/chimera grids give better results compared with single unstructured hexahedral grids. Two overset methods are investigated to obtain reliable estimation of the dynamic trim and drag, and their ability to capture the spray resulting from the air–water interaction. The results demonstrate very close simulation of the actual flow kinematics at steady-speed conditions in terms of spray at the air–water interface, drag at the pre-planing and full planing range and dynamic trim angles.

Performance Enhancement of Induced Draft Counter Flow Wet Cooling Tower with Different Types of Modified Shaped Fill Assembly

This paper presents an experimental analysis of heat transfer using different shaped fills in a counter flow induced draft cooling tower. The main objective is to determine and compare the characteristics of the cooling tower using newly shaped (splash and film) fills and the regular used fills. The newly shaped fills are inverted U-shape cross-sectional splash fill and film fill with ripple plates. The obtained results show that the performance is affected by the type and arrangement of the fills. The modified splash fill has increased the wetted surface area of fill within the same volume compared to regular fills. The film fill with ripple plates has been used such that water from the distribution device ran down on both surfaces of each ripple plate. By the arrangement of ripple plates, cooling loss by premature dropping off of water has been avoided. Performance factors like range, approach, effectiveness, cooling capacity, evaporation loss, percent loss are calculated from collected data for newly shaped fills, and regular shaped fills. It is observed that range, effectiveness, and cooling capacity increases with both newly shaped fills. When ripple plated film fill is used; range, effectiveness, and cooling capacity is found highest among the different shape of fills used in this study. At the same time evaporation loss and percent loss are found lowest for inverted-U shaped splash fill.

Performance of drop shaped pin fin heat exchanger with four different fin dimensions

In engineering, there are two primary heat transfer procedures of fluids namely, heating and cooling within a conduit that are well recognized. The heat transfer literacy remains a core component to design the heat exchangers. The study aims to present the consequences of drop shaped pin fin hear exchanger performance with four different fin dimensions. A rectangular duct with different drop-shaped pin fins dimensions is present in the heat exchanger, having similar heat transfer wetted surface area. ANSYS FLUENT 14.5 conducted three-dimensional finite volume to select the optimum pin fin dimension. The numerical results for the four cases L/D 1, 1.25, 1.5 and 1.75 indicated heat transfer had no effect on the variations in pin tail length; however, it affected frictional losses or pressure drop. There is significant decrease in the frictional loss as the result of increase in the pin tail length. The pun fin drop showed significant decrease in friction power, unlike the round pins. The ratio of pin height to the cylindrical portion of the pin (H/D) had major impact on the wetted surface area, which affects the rate of heat transfer.

Numerical Validation of Frictional Coefficient for a Flat Plate with Various Anti-Fouling Coatings

Skin friction is responsible for approximately 60-70% of ship resistance. The fuel consumption and emission of the ship vary with the wetted surface, hull form and roughness. Reducing wetted surface area is not feasible and hence for reducing frictional resistance either the hull form should be optimized or the hull roughness function be made optimum. Most of the cases the hull form optimization of existing vessels are difficult and not economical. For these ships, the application of anti-fouling coating or air injection method below the bottom of the hull can be easily adapted to minimize the frictional resistance without any alteration on the vessel. The anti-fouling coating reduces the accumulation of marine growth and surface deterioration and hence limit the frictional drag. The selection of anti-fouling coating is also important since the resistance generated by the surrounded fluid on the ship increases with an increase in roughness function. This paper presents the numerical analysis and validation of frictional coefficient using CFD for different anti-fouling coating in the case of a flat plate. The roughness effects of different marine coatings are replicated and the frictional coefficient are compared with existing experimental data. The CFD results are agreeable with the published results. The work presented here could be applied to ship hulls to study the roughness effects due to various coatings or bio-fouling conditions to estimate the frictional drag and its effects in fuel consumption.