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Resistance Characteristics For High-Speed Hull Forms with Vanes

Conference Paper · September 2015

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 Resistance Characteristics For
High-Speed Hull Forms with Vanes
Iruthayaraju Andrews2 (SM); Venkata Karthik Avala2 (SM); Prasanta K Sahoo1 (M); Sudarshanaram
Ramakrishnan2 (SM)
1
Associate Professor in Department of Marine and Environmental Systems, Florida Institute of Technology, Melbourne, Florida
2
Graduate students, Department of Marine and Environmental Systems, Florida Institute of Technology, Melbourne, Florida

ABSTRACT
In this paper an attempt has been made to investigate the resistance characteristics of high-speed round bilge hull
forms fitted with a vane in the stern region of the vessel. The Hull Vane ® is a fixed foil located below the waterline,
aft of the stern of the vessel. The Hull Vane® reduces the generation of waves and the vessel’s motions in waves. The
focus of this paper is to compare the total resistance of a single model from the AMECRC series of round bilge hull
forms with and without Hull Vane® attached to the hull.

KEYWORDS BACKGROUND
Hull Vane®; Resistance; Computational Fluid Dynamics Considerable amount of research has been conducted in the
(CFD); Round bilge Hull; past on stern appendages such as trim tabs, stern wedges, stern
flaps, interceptors and transom wedges. All of these have
NOMENCLATURE proved to be able to reduce the overall resistance of a vessel by
reducing its running trim. In a study conducted on stern
CB Block co-efficient wedges by Karafiath and Fisher (1987), it was shown that a
Fn Froude number reduction of running trim of up to 2.0 degrees could result in a
Fn▽ Volumetric Froude number 2% of saving in fuel consumption. Cusanelli and Cave (1993)
RT/ Resistance/weight investigated the application of stern flaps as a retrofit on US
Navy vessels and found a reduction in power which resulted in
reduced fuel consumption and increased top speed. In a later
INTRODUCTION study by Karafiath and Cusanelli (1997) on integrated
wedge-flap design, a reduction in power of 11.6% was
As international shipping started to sail into a world of greener observed, while a wedge-only configuration lead to a power
ships with lower carbon emission and better fuel efficiency, reduction of 6.2%. Tsai and Hwang (2004) studied interceptors
steps are taken in the form of new technologies and new and found that these can be used to reduce the resistance of
designs to improve the hydrodynamic efficiency of ships. In planning hulls.
order to make the existing ships more fuel efficient, research is
being carried all around the world to improve the hull form by
In line with the above research, van Oossanen (1992) invented
modifying the forward and aft regions of the hull.
the Hull Vane®, a fixed, resistance-reducing foil situated below
the water line, aft of the stern of the ship. Uithof, et. al (2014)

Andrews RESISTANCE CHARACTERISTICS FOR HIGH SPEED HULL FORMS WITH VANES 1
indicates that extensive research using CFD computations, have flat buttocks are ideal for fitting the Hull Vane® ensuring
model tests and sea trials were conducted and found that the a uniform flow to it.
reduction in resistance can be up to 26.5% on ships running at
Froude number between 0.2 and 0.7. The current paper Table 2: Particulars of Hull Vane®
attempts to compare the total resistance of a single model from
Profile NACA 4412
the Australian Maritime Engineering Co-operative Research
Centre (AMECRC) series of round bilge hull forms with and Span 0.224 m
without Hull Vane®. Analysis of the resistance characteristics
Chord length 0.032m
has been carried out in CFD and compared against the
experimental tank test data of the AMECRC series. Wetted surface area 0.01489 m2

AMECRC SERIES Position

LE- X -0.032m
The AMECRC systematic series, Sahoo, Doctors and Renilson
(1999), of hull forms were developed based on the high speed LE- Z -0.048m
displacement hull forms (HSDHF) systematic series.
AMECRC systematic series consists of 14 models. The length
of all models was 1.6 m. The main parameters of the parent
model of AMECRC series are: L/B = 8.0, B/T = 4.0 and CB
= 0.396. For the purpose of this paper, model 13 of the
AMECRC series was chosen and parameters of the model 13 is
shown in Table 1 below.

Table 1: Parameters of AMECRC model 13

Model No 13
L/B 6
B/T 3.25
CB 0.45
Model Disp.(kg) 15.784
Figure 1: Schematic representation of various forces on the
L/∇1/3 6.379
Hull Vane®

FINETM/MARINE MODEL SETUP

HULL VANE® - THEORY
A Hull Vane® is a wing structure horizontally placed below the
stern of the vessel. The flow around the vane develops a lift
force as well as a forward thrust force. This reduces the
resistance which results in fuel savings. The various forces
acting on the vane are illustrated in Figure 1. It has four
different effects on the vessel which are thrust force, trim
correction, reduction of stern waves and reduction of motions.
The Hull Vane® was found to be most effective in the non-
planning regime, at Froude numbers between 0.2 and 0.7.
Since the frictional resistance is more dominant below the
Froude number 0.2, addition of a Hull Vane® to a vessel which
increases the wetted surface area also increases the frictional
resistance compared to the vessel without Hull Vane®. Beyond
Froude number of 0.2, the pressure resistance becomes a
dominant component. Since the Hull Vane® decreases pressure
resistance, likely gains are obtained in the Froude number
range of 0.2 to 0.7. At higher Froude numbers, the lift force of
the Hull Vane® creates a bow-down trim which is not
desirable.
The Hull Vane® is generally designed and optimized for the
cruising speed or maximum speed depending on the vessel’s
operating profile. Also, the shape of the stern of vessels which
FineTM/Marine is an integrated computational fluid dynamics
software environment for the simulation of mono-fluid and
multi-fluid flows around ships, boats or yachts, including
various types of appendages. It is a commercially available
package and is used for generating the unstructured hexahedral
mesh and solving the steady flow. The model setup is used for
analyzing the bare hull model 13 of the AMECRC series with
and without Hull Vane® for Froude numbers 0.5, 0.6, 0.7. The
hull is free to trim and sink, using the 6 degrees of freedom
solver, allowing the hull to surge, sway, heave, pitch, yaw and
roll.
The simulation is started at zero speed after which the speed is
gradually accelerated to the final velocity. The "volume of
fluid" method is used to account for the free surface (i.e. both
water and air flows are solved), for which the parameters are
given in the Table 3 below. The free stream turbulence
quantities were initialized using the reference length and
velocity. Wall functions were used to simulate the flow in
regions very close to solid walls, reducing the mesh density
requirements in the boundary layer. The physical parameters
used for the solver is given in Table 3 below:

Andrews RESISTANCE CHARACTERISTICS FOR HIGH SPEED HULL FORMS WITH VANES 2
Table 3: Parameters used in the computation Table 4: Limits of Domain

Main particular of the model X (longitudinal) -4.800 m 3.200 m

Length of water Line (LWL) 1.6 m Y (beam) 0.000 m 3.200 m

Wetted Surface Area 0.4431 m2 Z (height) -3.200 m 0.800 m

Displacement 16.218 kg
MESH GENERATION
Displacement volume 0.01582 m3
The domain volume is divided into small cells to generate the
Type of mesh Unstructured
mesh. The largest cells on the hull are approximately ∆(X, Y,
(Trimmed )
Z) ≈ 0.0016 m in size. In areas with large curvature and small
Domain Physics Homogeneous features, cells as small as ∆(X,Y,Z) ≈ 0.000098 m were used to
water/Air multiphase, ensure that flow features have a good resolution. Extra cells
SST k-ω Turbulent were added perpendicular to the hull surfaces to ensure a good
Model resolution in the boundary layer. The first cell near the wall
Initial Physics was set to have a size of about 0.00064 m, such that its non-
Pressure Hydrostatic pressure dimensional distance (y+) to the wall was approximately 30.5.
Cells near the air-water interface were refined to have a size of
Volume Fraction Air - Volume 0.0016 m in z-direction. The following figure shows the mesh
Fraction of lighter on the surface of the hull.
Fluid
Water - Volume
Fraction of Heaver
Fluid.
Gravity In Z direction -
Figure 2: Meshed model - side view
9.81m/s
Boundary Physics

Inlet velocity at that

Froude Number with
defined volume
fraction Figure 3: Meshed model showing Hull Vane®
Outlet Pressure outlet

Hull and Hull Vane® ® Wall with No slip

condition
Symmetry plane along the center line
of hull
Fluid Properties
Density of water 1025 kg/m3
Dynamic viscosity 1.21734*10-3 N-s/m2

DOMAIN AND BOUNDARY CONDITIONS

The domain around the hull is constructed such that the
boundaries do not influence the results. Only half of the ship
was modelled in order to reduce computational time. The
dimensions of the computational domain around the hull are
given in Table 4.
Figure 4: Meshed model - stern view
In the symmetry plane a mirror boundary condition was
applied and on the top and the bottom of the domain the
pressure was prescribed. All other domain faces have
external/free-flow boundary conditions with a prescribed flow
speed of 0 m/s.

Andrews RESISTANCE CHARACTERISTICS FOR HIGH SPEED HULL FORMS WITH VANES 3
 CFD vs Exp
0.11

0.1

Resistance/weight
0.09

0.08

0.07
CFD Exp Value
0.06
0.4 0.5 0.6 0.7 0.8
Froude Number

Figure 6: CFD and Experimental data for bare hull

Figure 5: Meshed model - bow view RESULT

PREDICTION AND EVALUATION The 1.6 m model of the AMECRC series was run for Froude
numbers of 0.5, 0.6 and 0.7 with the Hull Vane® attached to it.
The RT/ value of the model obtained through CFD These results are compared with the bare hull resistance of the
simulations is compared with the actual experimental value of model from CFD and the difference is calculated as a
bare hull. The results obtained are for the case of three percentage.
different velocities corresponding to Froude numbers 0.5, 0.6
and 0.7. The physics model used was an implicit unsteady, The comparison between the resistance of the bare hull with
Eulerian multiphase, standard k-ε turbulence model with wall and without Hull Vane® indicates a reduction in resistance for
functions. Table 3 shows the % difference between the the model with Hull Vane®. The resistance values are
experimental and CFD results. The error comparison between compared here as RT/ values similar to the previous
the CFD (FineTM/Marine) and the experimental data shows an comparison. The testing parameters and conditions are same
average difference of 5% in RT/ value for the corresponding for the CFD runs.
Froude numbers 0.5, 0.6, 0.7.
Table 6: Resistance data of model with and without hull
Table 5: Resistance data for different Froude number vane using CFD
Froude Volumetric FineTM Exp. %
number Froude number /Marine Results difference Froude Vol. without With %
CFD Results number Froude Hull Hull reduction
Fn Fn▽ RT/ RT/ number Vane® Vane®
0.5 1.263 0.06247 0.06531 -4.54%
Fn Fn▽ RT/ RT/
0.6 1.515 0.08297 0.08789 -5.92%
0.7 1.768 0.09775 0.10263 -5.21% 0.5 1.263 0.06247 0.05465 -14.32%

The difference is much less when only the resistance values of 0.6 1.515 0.08297 0.07507 -10.53%
CFD and experimental data are compared. But, since there is
difference in testing parameters like displacement of models
and density of fluids, RT/ values were considered to be 0.7 1.768 0.09775 0.09028 -8.05%
appropriate for comparison.

Andrews RESISTANCE CHARACTERISTICS FOR HIGH SPEED HULL FORMS WITH VANES 4
 Resistance data comparison
ACKNOWLEDGEMENTS
0.12000
The authors would like to thank Van Oossanen Naval
Architects and Florida Institute of Technology for their support
Resistance/weight

0.10000
and encouragement through the course of this research work
without which this paper would not have seen the light of day.
0.08000
REFERENCE
0.06000 with Hull vane
1. Wang, C.T., “Wedge Effect on planning hulls,” J.
without Hull vane
Hydronautics 14, no. 4 (1980).
0.04000
0.40 0.50 0.60 0.70 0.80 2. Karafiath, G., and Fisher S.C., “The effect of stern
Froude Number wedges on ship powering performance,” Naval
engineers Journal, May 1987.
Figure 7 Resistance data for the model with and without
Hull Vane® using CFD
3. Cusanelli, D.S., and Cave W.L., “Effect of Stern flaps
DISCUSSION OF THE RESULTS on powering performance of the FFG-7 Class,”
Marine Technology 30, no.1, January 1993.
The results obtained are discussed in the following part.
4. Cusanelli, D.S., and Karafiath G., ‘Integrated Wedge
With respect to the comparison of bare hull resistance between Flap for Enhanced Powering Performance’, FAST’97,
experiments and CFD it was observed that RT/ values was Sidney, Australia, July 1997.
lower by around 5% for all Froude numbers tested. It can thus
be assumed that CFD predicts reasonably well against
experimental data for bare hull. 5. Cusanelli, D.S., and Karafiath G., ‘Advances in Stern
Flap Design and application’, FAST 2001,
The next step was to analyze RT/ against CFD results when Southampton, UK, September 2001.
the vessel is fitted with a vane. It can be seen from Table 6 that
the hull fitted with a vane shows substantial reduction when
6. Seo Kwang-Cheol, Gopakumar N., and Atlar M.,
compared with that of a bare hull. The percentage reduction
‘Experimental Investigation of Dynamic Trim Control
varying from 8 to 14% appears remarkable and would certainly
devices in fast speed vessel’, J. Navig. Port Res., 37,
project considerable reduction in fuel consumption over the
no.2 (April 2013): 137-142.
life of the vessel.

CONCLUSION 7. Tsai, J.F., Hwang, J.L., and Chou, S.K., ’Study on the
Compound Effects of Interceptor with Stern Flap for
In this paper the results of an investigation into the effect of two mono-hulls with Transom Stern’, Oceans ’04,
adding a Hull Vane® on the resistance of high-speed round MTTS/IEEE Techno-Ocean 2 (2004): 1023-1028.
bilge hull form from AMECRC series is presented. The
difference in resistance results obtained from experimental data 8. Uithof, K., P. van Oossanen, N. Moerke, van
and CFD (Fine/Marine) for 1.6m model is also presented. Oossanen P.G., and Zaaijer K.S., ‘An update on the
Development of the Hull Vane® ,” HIPER 2014,
The addition of Hull Vane® shows a significant reduction in High Performance Marine Vehicles, Athens,
the total resistance of the model. A Hull Vane® is optimized December 2014.
for required speed and it is to be noted that a limited number of
simulations were carried out to get these results. Further work 9. Sahoo, P.K., Doctors L.J., and Renilson M.R.,
on Hull Vane® optimization may improve the resistance "Theoretical and experimental investigation of
reduction. Likewise, further work for the full-scale vessel is resistance of high-speed round-bilge hull forms,"
likely to result in an improvement of the performance of the FAST99 Fifth Int. Conf. on Fast Sea Transportation,
Hull Vane® due to the lesser effect of frictional drag on it. Seattle, (1999): 803-814.
Future work shall be carried out to see the effects of the Hull
Vane® on viscous and wave resistance of the model separately.

Andrews RESISTANCE CHARACTERISTICS FOR HIGH SPEED HULL FORMS WITH VANES 5

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