Bank effects for KVLCC2

A study is presented on ship–bank interaction effects in which viscous-flow solvers are used to predict the hydrodynamic forces and moments on the ship. The ship under consideration is the KRISO Very Large Crude Carrier (KVLCC2). For this hull form, Flanders Hydraulics Research (FHR) has conducted shallow water model tests in their towing tank equipped with surface-piercing banks and a vertical quay wall. The forces and moments on the KVLCC2 model were obtained for various water depths and lateral distances to the banks. Additionally, the wave elevation was measured between the quay wall and the ship model. In this study, two different CFD codes are used to predict the loads on the KVLCC2 as a function of the water depth and lateral position in the channel. The effect of propeller suction and free surface modelling on the results is quantified. Furthermore, comparisons will be made with CFD results from literature and potential flow computations to highlight the benefits of each approach. It will be shown that with careful setup of the computations, reliable predictions of the ship–bank interaction effects can be obtained

Computation of aerodynamic coefficients of ships using FINE/Marine: initial evaluation

In the ship simulators in use at Flanders Hydraulics Research (FHR), steady wind loads are accounted for using coefficient tables from which the longitudinal load, the lateral load and the yawing moment as a function of the relative wind direction is computed. The data in these tables originates from literature, mostly based on wind tunnel investigations.The Computational Fluid Dynamics (CFD) software package FINE/Marine is used for the computation of wind coefficients. Wind tunnel tests executed in Denmark (Andersen, 2007) using a model container ship is used as reference. One ship configuration (without containers on deck) with three relative wind angles (0 degrees, 45 degrees and 90 degrees) are used to evaluate the CFD package and determine the influence of various settings (turbulence closure model, inlet boundary conditions (uniform or atmospheric boundary layer velocity profile), outlet boundary conditions, initial conditions, boundary layer resolution with or without wall functions) on the results.The overall conclusion is that FINE/Marine can be used to compute wind coefficients for ships, but the large amount of computations required to fill a complete coefficient table means that more research is required to optimize the computations

Computation of aerodynamic coefficients of ships using FINE/Marine: Wind coefficients for the Tripoli estuary container vessel at a draft of 3.5 m

This report describes the work performed to compute new wind coefficients for the Tripoli estuary container vessel at a draft of 3.5 meter as used in the simulator of Flanders Hydraulics Research. An approximation of the ship geometry as used in the simulator is created. Computations are performed using the Computational Fluid Dynamics (CFD) software suite FINE/Marine. For thirteen relative wind directions (with 15 degrees increment), meshes are generated and the setup of the computations are done. The new set of coefficients (10 degrees increment) is computed using a cubic spline interpolation. The wind angle of the resulting force is computed for the original and new coefficient sets and it is found that for the new set, the wind angle varies in smoother way than the original coefficient set. Almost one month of cluster time was required to compute the new coefficients. This is too much to do this on a regular basis